R E P L Y 


TO  THE 


STATEMENTS 


OF 

JAMES  MCHENRY,  AND  OTHERS, 

m RELATION  TO 


OF  THE 

ATLANTIC  & GREAT  WESTERN  RAILWAY, 

TOGETHER  WITH  THE 

FOURTH  ANNUAL  REPORT 


THE  ATLANTIC  & GREAT  WESTERN  RAILWAY  CO. 


TEN  MONTHS,  ENDING  OCTOBER  31,  1866. 


REPUBLICAN  PRINTING  HOUSE, 

CORINTHIAN  BLOCK, 

MEADVILLE,  PA. 


Atlantic  H ('jrfat  c|fcstcni  Kailhutn  tifompaun. 


10AR0  @P  0BH>6©TF@RlS. 


3.  S.  L’Hommedieu Cincinnati,  Ohio. 

J.  J.  Shryock Meadville,  Pa. 

Hon.  John  Sherman. . . . Mansfield,  Ohio. 

Marvin  Kent Kent,  Ohio. 

Hon.  G.  Church Meadville,  Pa 

Hon.  John  Dick Meadville,  Pa. 

E.  P.  Brainerd Ravenna,  Ohio. 

J.  W.  Tyler Warren,  Ohio. 

A.  F.  Allen Jamestown, N.Y. 

Jacob  Crall Ashland,  Ohio. 

Jacob  Riblet Galion,  Ohio. 


C.  V.  Culver Franklin,  Pa. 

Charles  Day Buffalo,  N.  Y. 

Henry  Martin Buffalo,  N.  Y. 

G.  R,  Babcock Buffalo,  N.  Y. 

S.  L’Hommedieu New  York  City, 

Pearson  Church Meadville,  Pa. 

T.  W.  Kennard New  York  City, 

C.  E.  E.  Blakesley New  York  City, 

Wm.  Thorp Meadville,  Pa. 

John  Howard Dayton,  Ohio. 


OFFICERS  WOU  1866. 


S.  S.  L’HOMMEDIEU,  President Cincinnati,  Ohio, 

J.  J.  SHRYOCK,  Vice  President Meadville,  Pa. 

J.  M.  DICK,  Treasurer Meadville,  Pa. 

J.  C.  CALHOUN,  Secretary  and  Auditor Meadville,  Pa. 

Officers  in  Charge  of  the  Line  and  Departments. 

D.  McLAREN,  General  Superintendent Meadville,  Pa. 

O.  S.  LYFORD,  Division  Superintendent,  1st  and  2d  Divisions Meadville,  Pa. 

T.  A.  PHILLIPS,  Division  Superintendent,  3d  and  4th  Divisions ....  Galion,  Ohio. 

J.  H.  MORFORD,  Division  Superintendent,  Mahoning  Division Cleveland,  Ohio. 

J.  M.  OSBORN,  General  Freight  Agent Meadville,  Pa. 

E.  F.  FULLER,  General  Ticket  Agent Cincinnati,  Ohio. 

D.  C.  HENDERSON,  General  Through  Freight  Agent Cincinnati,  Ohio, 

T.  W.  KENNARD,  Engineer  -in-Chief. New  York  City. 

D.  C.  COOLMAN,  Resident  Engineer Meadville,  Pa. 

F.  GRINNELL,  Superintendent  Motive  Power  and  Machinerv and)  , ...  „ 

“ Meadville,  Pa. 

Purchasing  Agent ) 

W.  D.  DRAKE,  Fuel  Agent Jamestown,  N.Y. 

W.  B.  KRESS,  Superintendent  of  Telegraph Meadville,  Pa. 


GENERAL  OFFICE  OF  THE  COMPANY, 

MEADVILLE,  PA. 


,o2.5-|S4 


Digitized  by  the  Internet  Archive 
in  2017  with  funding  from 

University  of  Illinois  Urbana-Champaign  Alternates 


https://archive.org/details/replytostatementOOatla 


Office  of  fie  Atlantic  & Great  Western  Railway  Company, 


MEADVILLE,  Pa.,  May  16,  1867. 


To  the  Share  and  Bondholders  of  the 

A.  & G.  W.  Railway  Company : 


Gentlemen  : 

At  a meeting  of  the  Directors,  held  at  the  offices  of  the  Company 
in  Meadville,  Pa.,  on  the  2d  day  of  April,  1867,  the  following  letter 
was  laid  before  the  Board  : 


“ President's  Office, 

A.  & G.  W.  Railway  Co.,  v- 

Meadville , Pa.,  April  1,  1867.  ) 


“ To  the  Board  of  Directors  of  the 

A.  & G-.  W.  JRailway  Company : 


“ Gentlemen  : 

“ I have  read  the  account  published  in  the  London  Railway  Metes , 
of  the  9th  of  March,  (a  copy  of  which  I herewith  present,)  of  the  pro- 
ceedings of  the  bond,  debenture  and  shareholders  of  this  Company,  at  a 
meeting  held  at  the  London  Tavern,  on  the  5th  of  March ; and  must 
express  to  you  my  surprise  and  astonishment  at  the  charges  made,  by 
those  holding  honorable  positions,  against  the  integrity,  the  competency 
and  the  faithfulness  of  this  Board  of  Directors,  of  their  officers,  and  all 
connected  with  the  management  of  the  Railway  in  this  country.  What 
is  still  more  surprising  is,  that  these  charges  were  made  in  the  presence 


6 


and  tearing  of  Mr.  James  McHenry,  and  Sir  Morton  Peto,  and 
without  contradiction  on  their  part — both  of  whom  are  personally  ac- 
quainted with  every  member  and  principal  officer,  and  know  them  to  be 
men  of  as  fair  integrity  as  can  be  found  on  either  side  of  the  Atlantic. 

“Under  such  circumstances,  I beg  to  name  to  you  the  propriety  of 
appointing  a committee  to  prepare  a refutation  of  the  charges  made  at 
the  meeting  in  London  on  the  5th  of  March. 

“ Allow  me  to  add  the  expression  of  a belief,  that  the  persons  com- 
posing the  meeting,  with  a few  exceptions,  were  probably^ully  persuaded 
in  their  own  minds,  that  great  wrongs  had  been  committed  by  our  Board 
and  its  officers,  and  that  if  the  committee  appointed  by  the  meeting,  will 
visit  this  country  and  make  a full  investigation,  they  will  return  satisfied 
that  all  has  been  managed  honestly  and  to  the  best  advantage,  by  the 
board  and  its  officers. 

“ I would  further  suggest  that  a committee  be  appointed  to  confer 
fully  with  the  committee  of  bond  and  shareholders,  in  case  they  visit 
this  country,  and  to  furnish  them  every  possible  facility  for  forming  a 
■correct  judgment  of  the  efficiency  and  integrity  of  management — of  the 
condition  of  the  road  and  its  equipment — of  the  value  of  their  property 
— of  the  financial  condition  of  the  Company — of  the  character  of  its 
traffic,  present  and  prospective — and  especially  of  the  expense  of  manage- 
ment of  that  traffic,  on  the  part  of  your  operating  force,  compared  with 
other  leading  roads  of  our  country. 

Respectfully  submitted, 

S.  S.  L’Hommedieu, 

President. 


After  Mr.  L’Hommedieu’s  letter  had  been  read,  Mr.  John  Howard 
offered  the  following  resolution,  which  was  adopted  : 

“ Resolved,  That  a committee  of  five  be  appointed  by  the  President 
to  prepare  and  publish  a report  vindicating  this  board  and  its  officers, 
from  the  charges  made  against  their  integrity,  at  a public  meeting  of 
bond,  debenture  and  shareholders,  held  in  London,  on  the  5th  of  March, 
1867,  and  published  in  the  London  Railway  News , and  other  journals.’7 

The  President  thereupon  appointed  the  undersigned  a committee  to 
prepare  this  report. 

We  propose  to  analyze  the  printed  statement  of  Mr.  McHenry,  pre- 
facing the  so-called  Annual  Report  of  the  Company,  which  has  been 
issued  in  London,  under  his  direction ) and  we  shall  also  give  attention 
to  the  proceedings  of  the  5th  of  March  meeting  and  to  the  charges  there 
made  against  the  “Management”  of  the  Company’s  affairs  in  America. 

The  statements  so  freely  uttered  and  circulated  are,  many  of  them, 
void  of  truth ; and  those  not  entirely  untrue,  are  full  of  grave  mistakes. 
Justice  to  the  Directors  and  to  your  interests,  require  a faithful  answer 
to  the  calumnies  heaped  upon  your  managers  and  officers.  Should  the 
charges  of  Mr.  McHenry  and  his  associates  be  passed  by,  unchallenged, 
the  result  would  certainly  be  highly  injurious  to  the  corporation,  over 


I 


whose  affairs  we  have  presided  for  so  many  years  \ and  also  to  the  char- 
acters of  your  Directors  and  officers,  as  men  of  business. 

Mr.  McHenry  commences  his  printed  statement  of  February  25, 
1867,  by  saying  he  shall  “endeavor  to  restore  confidence  by  a clear  nar- 
rative of  facts.”  How  closely  he  has  confined  himself  to  “facts,”  will 
appear  when  his  statement  is  thoroughly  examined. 

On  page  7,  of  his  statement,  he  says,  “from  the  end  of  October, 
1865,  up  to  May  1866,  over  £600,000  were  remitted  from  London,  with 
a view  to  finish  the  works  complete  during  1866.” 

In  a recent  letter  addressed  to  our  President,  Mr.  McHenry  says  he 
has  remitted  on  the  drafts  of  our  Engineer-in-Chief,  for  the  use  of  the 
Company,  $4, 000, 000,  and  asks,  “what  has  become  of  the  money?” 

The  Engineer-in-Chief  has  had  no  authority  to  draw  upon  Mr. 
McHenry  for  $4,000,000,  or  any  other  sum,  for  account  of  this  Company. 
We  have  no  knowledge  of  such  transactions.  The  books  of  the  Company 
show  nothing  of  the  kind.  We  are  not  advised  that  the  Engineer  in- 
Chief  has  received  money  from  Mr.  McHenry  and  disbursed  it  on  account 
of  this  Company.  No  such  information  ever  reached  us  until  the  receipt 
of  Mr.  McHenry’s  letter  heretofore  referred  to.  With  a view  to  get  at 
the  facts,  the  following  resolution  was  passed  by  your  Board,  April  3d, 
1867,  Mr.  Kennard,  the  Engineer-in-Chief,  being  present. 

“ Resolved,  That  Mr.  Kennard  be,  and  he  is  called  upon  to  report  to 
the  President  or  Vice  President,  the  disposition  of  a sum  of  money 
($4,000,000,)  which  Mr.  McHenry  states  has  been  sent  by  him  to  this 
country  for  the  use  of  the  Company.” 

On  the  10th  of  April,  1867,  seven  days  after  the  passage  of  the 
resolution,  the  Secretary  of  the  Company  addressed  a letter  to  Mr. 
Kennard,  requesting  an  answer  to  the  resolution.  Mr.  Kennard’s  reply 
has  not  yet  been  received. 

On  page  9 of  Mr.  McHenry’s  statement,  in  what  he  calls  the 
“Financial  position  of  the  Company,”  is  introduced  an  item  of  £2,600,000 
(or  $13,000,000,)  termed  an  “open  debt  in  Europe.” 

Nothing  is  known  of  this  debt  by  your  Board  of  Directors.  It 
was  never  heard  of  until  it  appeared  in  Mr.  McHenry’s  statement.  It 
was  never  authorized  by  your  Directors.  In  all  of  Mr.  McHenry’s  cor- 
respondence with  this  Company,  no  mention  was  ever  made  of  such  debt. 
It  has  nothing  to  do  with  the  financial  position  of  the  Company.  In 
respect  to  this  debt  your  Board  adopted,  at  their  recent  meeting,  the 
following  resolution  : 

“Resolved,  That  this  Board  do  not  recognize  the  item  of  £2,600,000, 
stated  by  Mr.  McHenry  in  his  printed  statement  as  an  “open  debt  in 
Eu  rope,”  as  any  claim  or  liability  against  this  Company,  and  do  not 
recognize  his  right  to  create  such  debt.” 

On  page  10  of  Mr.  McHenry’s  statement,  it  is  said  the  Cleveland  and 
Mahoning  Railroad  leased  for  99  years,  was  “not  completed  when  leased.” 


8 


The  road  had  been  in  operation  a number  of  years — the  improve- 
ments referred  to  were  mainly  for  the  benefit  and  accommodation  of  the 
broad  gauge  track  from  Leavittsburg  to  Cleveland,  laid  upon  the  narrow 
gauge  embankment,  a distance  of  fifty  miles.  The  entire  Cleveland 
and  Mahoning  road  was  sixty-seven  miles  in  length,  narrow  gauge,  with 
a branch  of  eleven  miles. 

On  page  13  of  Mr.  McHenry’s  statement,  attention  is  called  to  “ a 
system  of  Express  companies  which  have  sprung  up  in  the  United  States 
and  which  seriously  interferes  with  the  net  earnings  of  the  principal 
railways.”  Mr.  McHenry  quotes  from  a report  of  a Committee  of  the 
Legislature  of  Ohio,  certain  passages  condemnatory  of  such  transporta- 
tion companies. 

In  reply  to  this  part  of  Mr.  McHenry’s  statement,  we  beg  leave  to 
introduce  an  extract  from  a circular  of  Mr.  L’Hommedieu,  President  of 
this  Company,  and  also  of  the  Cincinnati,  Hamilton  & Dayton  Railway 
Ccfrnpany,  recently  issued  by  him  to  the  stockholders  of  the  latter  Com- 
pany, which  extract,  although  referring  particularly  to  the  existence  of 
such  companies  on  the  Cincinnati,  Hamilton  & Dayton  Railway,  is  in  a 
degree  applicable  to  the  quotations  made  by  Mr.  McHenry  : 

“With  that  view,  it  is  proposed  to  submit  to  your  examination  a his- 
tory of  the  origin,  organization  and  operations  of  the  Dispatch,  with  the 
reasons  for  its  establishment  and  abrogation,  and  a statement  of  the  facts 
showing  its  influence  upon  the  interests  of  the  Company. 

“To  do  this  satisfactorily,  it  will  be  requisite  to  review  the  manner 
of  obtaining  through  business,  or  that  which  is  strongly  competed  for, 
by  the  various  railroads  for  the  past  ten  or  more  years. 

“Soon  after  the  Cincinnati,  Hamilton  & Dayton  road  was  opened,  it 
and  the  Mad  River  and  Lake  Erie  road  formed  a line  for  through  or 
eastern  business,  during  the  season  of  Lake  navigation ; and  during  the 
close  of  navigation,  the  two  roads  above  mentioned  sent  their  through 
freights  by  way  of  the  Cleveland  and  Toledo  road.  These  several  com- 
oanies  joined  in  the  expense  of  establishing  agencies  in  the  principal 
cities  east,  west  and  south,  where  freights  were  to  be  obtained.  - They 
also  paid  commissions  to  other  lines  of  transportation,  such  as  steamboat 
and  canal  lines,  through  their  agencies  at  various  points,  amounting 
from  fifty  cents  to  a dollar  and  fifty  cents  per  ton.  This  system  was 
pursued  by  our  competitors,  and  in  order  to  secure  our  fair  proportion  of 
business,  it  was  necessary  for  us  to  adopt  the  same  line  of  policy. 

“It  was  found  to  be  so  costly  as  to  leave  but  little  margin  for  profit. 
During  the  period  of  seven  years  from  the  opening  of  our  line,  we  found 
ourselves  able  to  command  but  a small  portion  of  the  business  competed 
for,  and  that  the  expense  incurred  was  great  enough  to  consume  about 
all  the  profits  on  this  class  of  freights.  In  the  early  part  of  the  year 
1860,  and  after  our  competitors  as  well  as  ourselves,  had  expended  large 
sums  of  money  in  efforts  to  command  business,  it  was  mutually  agreed 
that  we  would  discontinue  all  such  expenses,  and  leave  the  business  to 
take  the  route  most  natural  and  convenient  to  it.  This  course  was  pur- 
sued with  advantage  for  several  years. 

“Those  who  had  heretofore  been  employed  to  obtain  business,  on  ex- 
travagant commissions,  joined  together  to  form  transportation  companies, 


9 


which  would  control  business,  and  made  overtures  to  various  railroad 
companies  for  special  rates  and  car  load  contracts. 

“Among  the  various  companies  formed  by  individual  enterprises,  the 
most  prominent  is  the  Union  Railroad  and  Transportation  Company, 
known  best  as  the  “Star  Line.”  This  company  which  was  incorporated 
in  Pennsylvania,  made  arrangements  for  a car  load  rate  of  eight  tons  per 
car  between  the  east  and  the  west,  and  vice  versa , over  roads  extending 
from  New  York  to  all  the  principal  points  east  of  the  Mississippi  river, 
including  St.  Louis  on  the  west  bank.  Its  route  west  from  New  York 
is  through  New  Jersey,  over  the  Pennsylvania  Central,  the  Steubenville 
& Columbus,  Pan  Handle,  Columbus  & Xenia  and  Little  Maud  roads  to 
Cincinnati,  over  the  Pittsburgh,  Port  Wayne  & Chicago  road  to  Chicago, 
over  the  Indiana  Central,  Bellefontaine  and  other  roads  to  St.  Louis, 
branching  to  intermediate  points  where  business  is  to  be  obtained  over 
other  roads  of  minor  importance.  This  Company  commands  sufficient 
capital  to  furnish  a large  number  of  cars,  which  are  used  on  roads  too 
poor  to  furnish  their  own  equipment,  but  are  taxed  with  mileage  of  cars. 
In  some  cases  they  have  entered  into  contracts  to  furnish  cars,  and  were 
they  to  withdraw  them,  the  roads  could  not  do  the  business  of  the  sec- 
tions of  country  through  which  they  are  located. 

“ The  second  prominent  company  is  that  called  the  Erie  Transpor- 
tation, which  extends  its  operations  from  New  York  to  Cincinnati  and 
Louisville  for  the  southwest.  It  was  at  first  an  individual  enterprise, 
but  has  since  been  adopted  by  the  railroad  companies. 

“ This  company  was  formed  in  the  year  1864,  after  the  Union  Trans- 
portion, or  Star  Line,  was  established.  The  railroad  companies  inter- 
ested in  its  business  are  the  New  York  and  Erie  to  Dunkirk,  the  Lake 
Shore,  Cleveland,  Columbus  & Cincinnati,  the  Columbus  & Xenia 
and  Little  Miami.  Last  winter  a charter  was  obtained  for  the  company 
from  the  Kentucky  Legislature,  with  capital  of  half  a million  or  more. 
Besides  the  immediate  benefits  to  be  derived,  to  important  objects  were 
to  be  obtained  by  this  organization. 

“ First : To  satisfy  the  Cleveland,  Columbus  & Cincinnati  and  Lake 
Shore  companies  with  a line  as  an  offset  to  the  Union  Transportation,  or 
Star  Line,  which  was  run  over  their  strongest  competing  roads — the 
Columbus  & Xenia  and  Little  Miami  being  a common  trunk  to  both. 
And 

“ Second:  To  head  off  the  Atlantic  & Great  Western  road  and  that 
of  the  Cincinnati,  Hamilton  & Dayton,'  in  a business  with  their  natu- 
ral broad  guage  connection  of  the  New  York  & Erie. 

“ Various  lines  like  the  two  just  cited,  have  been  formed,  and  are  in 
successful  operation  out  of  Boston,  New  York,  St.  Louis  and  Chicago, 
and  the  disposition  manifested  by  the  leading  roads  of  the  country  was  to 
increase  them  in  number.  The  Boston  Board  of  Trade,  after  a careful 
investigation  of  the  whole  subject,  reported  in  favor  of  increasing  the 
number  out  of  their  city  in  order  that  they  may  better  compete  with 
New  York  and  Philadelphia.  Since  which  time  there  have  been  estab- 
lished the  Red  and  White  Lines,  the  South  Shore  and  Blue  Lines,  which 
are  owned  and  controlled  by  the  several  railroad  companies  over  which 
they  operate. 


2 


10 


“ Much  diversity  of  opinion  exists  with  railroad  managers  and  the 
public,  as  to  the  utility  of  these  organizations.  The  shipper  finds  that  he 
gets  his  freight  through  with  more  dispatch  and  in  as  good  order,  and  as 
a general  rule  he  prefers  to  patronize  them.  At  most  principal  points  on 
the  lines  of  the  roads,  the  express  and  fast  freight  lines  have  agents  sta- 
tioned to  watch  and  do  what  they  can  to  hurry  along  freights.  With  some 
of  these  companies  their  agents  are  about  asnumerousas  the  employes  of 
a railroad  company.  In  case  of  loss  or  damage,  where  the  shipper  holds 
the  bill  of  lading  of  the  transportation  company,  he  finds  less  difficulty 
in  obtaining  settlement  than  where  he  deals  with  the  several  railroad  com- 
panies over  which  his  merchandise  has  passed.  The  railroad  manager 
finds  that  he  has  more  time  to  give  attention  to  the  safe  and  economical 
condition  and  management  of  his  road  and  trains,  than  when  his  atten- 
tion was  so  much  occupied  with  the  duty  of  obtaining  freights  at  Temote 
points,  for  his  road.  The  freight  is  now  brought  to  his  depot  by  other 
parties,  and  the  principal  duty  of  the  manager  is  to  see  that  it  is  trans- 
ported safely  and  rapidly.  Until  within  the  last  two  or  three  years, 
since  the  organization  of  these  lines,  the  time  for  transit  of  freight  from 
western  to  seaboard  cities,  and  vice  versa , averaged  from  ten  days  to  two 
weeks.  Now  the  average  time  is  from  four  to  seven  days.  This  is  at- 
tributable in  part  to  the  fact  that  those  in  charge  of  the  roads  are  in  a 
great  measure  relieved  from  the  trouble  and  responsibility  of  securing 
the  business  to  their  roads  from  points  off  their  lines. 

“ This  Company  was  among  the  last  to  introduce  dispatch  lines  on 
their  road,  for  the  purpose  of  obtaining  freights,  and  not  until  they  saw 
their  business  was  forced  over  other  roads  did  they  determine  to  adopt 
the  new  system — and  then  only  in  self-defense.” 

The  companies  operating  on  the  line  of  your  road  are  the  “ United 
States  Express  Company”  and  the  “Great  Western  Despatch  Company.” 

Mr.  McHenry  is  of  the  opinion  that  the  abolition  of  the  existing 
arrangements  with  these  companies,  and  the  adoption  of  a system  of 
direct  carriage,  while  entailing  upon  the  shipper  no  additional  charge 
would  yield  to  the  Company's  treasury  ten  per  cent,  upon  its  gross  rev- 
enue, in  addition  to  what  it  has  or  will  receive  on  the  freight  transported 
by  these  transportation  companies. 

This  argument  is  a fallacy.  The  Company  would  not  only  not  get 
4he  assumed  ten  per  cent,  referred  to,  but  so  long  as  other  lines  compet- 
ing with  yours  sustain  and  encourage  the  business  of  such  transportation 
companies,  the  abolishment  of  such  companies  on  your  road  would  give 
to  the  competing  lines  a very  large  proportion  of  the  business  now 
brought  upon  your  road  by  the  two  companies  operating  thereon.  If 
Mr.  McHenry  is  able  to  abolish  all  similar  transportation  companies 
upon  competing  lines,  this  Company  can  safely  dispense  with  them,  but 
not  otherwise.  The  experience  of  a prominent  railway  company  in  this 
country  proves  that  a single  handed  attempt  to  do  away  such  lines  must 
be  a failure. 

The  Great  Western  Dispatch  is  owned  by  the  United  States  Express 
Company.  Previous  to  January,  1867,  and  during  that  month,  the  Des- 
patch paid  this  Company  $108  60  per  car,  eight  tons  or  less,  Salamaca 
to  Cincinnati,  447  miles.  This  was  paid  on  freight  for  Cincinnati  proper 


. 11 


and  on  freight  for  St.  Louis,  Missouri,  $104  44.  Of  these  rates  your 
Company  received  eighty-one  per  cent.,  and  the  Cincinnati,  Hamilton  & 
Dayton  Eailroad  Company  nineteen  per  cent. 

February  1,  1867,  the  rate  between  the  above  mentioned  points  was 
advanced  to  $115  per  car,  no  distinction  being  made  as  to  freight  for 
Cincinnati  or  beyond. 

We  also  receive  Great  Western  Despatch  freight  for  Urbana  and 
Cleveland  at  the  same  rate  per  mile  as  that  going  to  Cincinnati. 

This  business  is  placed  upon  our  road  free  of  expense  of  any  kind 
to  this  Company.  Nothing  is  paid  by  this  Company  for  agents,  offices, 
clerks,  solicitors  and  incidental  expenses.  The  companies  themselves 
securing  the  business  and  paying  all  of  these  charges.  We  repeat, 
abolish  such  companies  ©n  this  road  and  you  will  find  that  competing 
lines  will  afford  facilities  to  those  companies  with  a view  to  draw  the 
business  from  this  road.  But,  as  one  of  the  railway  companies  concerned 
we  have  long  been  desirous  to  join  with  other  railway  companies  in 
abrogating  all  arrangements  with  transportation  companies. 

^ What  is  known  as  the  “ Express  ” business  of  this  country  is  mainly 
performed  by  the  American  Express  Company,  Adams  Express  Company 
and  the  United  States  Express  Company.  These  companies  have  special 
contracts  over  continuous  and  connecting  lines  covering  the  entire  country, 
and  such  is  the  nature  of  their  business,  from  the  geographical  extent  of 
the  country,  that  unless  we  could  secure  the  co-operation  of  all  the  other 
railway  companies,  with  a view  to  jointly  drive  from  our  roads  the  ex- 
press companies,  we  should  lose  the  entire  business  now  brought  upon 
our  road  by  the  United  States  Express  Company,  should  we  abrogate  the- 
contract  now  existing  between  this  Company  and  the  latter  company. 
The  rates  from  freight  received  by  this  Company  from  the  United  States 
Express  Company  are  fair  and  remunerative,  they  paying  us  on  an  aver- 
age one  and  a half  first-class  rates. 

Mr.  McHenry  also  quotes  as  follows,  from  the  Legislative  report 
already  referred  to  : 

“ On  the  Atlantic  and  Great  Western,  the  freight  agents  in  New 
York  and  Cincinnati,  bound  by  their  offices  to  devote  their  whole  exer- 
tions to  the  increase  of  its  traffic,  are  employed,  with  the  knowledge  of 
their  superior  officers,  as  soliciting  agents  of  a rival  transportation  line. 
On  the  same  road  the  General  Freight  Agent,  charged  with  the  duty  of 
guarding  its  rights  as  against  shippers,  and  its  interests,  caused  to  be 
made  out  in  his  office,  the  accounts  against  it,  of  a freight  line  operating 
over  it,"  &c.,  &c. 

The  General  Freight  Agent  has  not  made  up  accounts  in  his  office 
against  the  interests  of  his  company  and  in  favor  of  shippers.  He  did 
not  so  testify  before  the  Legislative  committee.  The  facts  are  simply 
these : 

“ A written  contract  exists  between  this  Company  and  certain  parties 
under  which  these  parties  are  to  act  as  through  freight  agents  of  the 


12 


Company  in  procuring  and  forwarding  through  freights  eastwardly  and 
westwardly.  Under  this  contract  this  Company  do  not  manage  offices 
at  important  points  east  and  west.  The  parties  to  the  contract  do  this. 
They  pay  their  own  rents,  clerks,  solicitors,  and  furnish  their  own  offices 
with  books  and  stationery.  These  parties  are  allowed  a commission  on 
the  amount  of  business  they  send  over  your  road. 

The  original  contract  was  made  by  Mr.  James  Robb,  while  Presi- 
dent of  the  Company  in  December,  1864.  The  rate  of  commission  paid 
under  this  contract  was  six  per  cent,  on  all  eastward  bound  freight,  and 
ten  per  cent,  on  westward  bound. 

The  present  officers  of  your  Company,  after  the  retirement  of  Mr. 
Eobb  from  the  Presidency,  modified  the  contract  so  that  the  commission 
now  paid,  averages  between  six  and  seven  per  cent,  on  all  through 
freight  carried. 

The  amount  of  business  each  month  on  which  they  are  entitled  to  a 
commission,  is  arrived  at  in  the  office  of  the  general  freight  agent  from 
way-bills  of  goods  carried.  The  General  Freight  Agent  reports  the 
amount  to  the  Auditor — the  Auditor  makes  up  the  account — it  is  sent 
to  the  Vice  President,  who  approves  it — it  is  then  returned  to  the  Au- 
ditor for  entry,  and  finally  passed  to  the  Treasurer  for  payment.  JWk 
General  Freight  Agent  is  simply  doing  his  duty  by  carrying  out  the  pro- 
visions of  a contract  entered  into  by  your  President  and  Directors. 

On  page  15  of  Mr.  McHenry's  statement,  it  is  said  : “In  1863  our 
working  expenses  were  only  48J  per  cent.,  and  there  appears  no  good 
reason  why  this  rate  should  be  exceeded." 

Fortunately  we  are  able  to  show  why  the  expenses  in  1863  appear  to 
be  only  48  J per  cent.,  and  why  they  have  been  greater  since. 

In  determining  the  legitimate  proportion  of  the  gross  receipts 
chargeable  to  expenses  for  1863,  and  all  subsequent  years  up  to  the  year 
1866,  we  beg  leave  to  refer  to  the  following  facts  : 

Previous  to  the  year  1863,  the  iron  was  laid  upon  160  miles  of  the 
line  only — that  portion  from  Salamanca,  New  York,  to  Warren,  Ohio — 
60  miles  of  which  were  laid  between  November  10th  and  December  31st, 
1862;  40  miles,  from  Corry  to  Meadville,  between  August  1st  and 
November  10th,  1862 — the  remainder,  50  miles,  between  Salamanca 
and  Corry,  from  July  1st,  1860,  to  May  27th,  1861.  From  these  facts 
it  would  appear  that  101  miles  of  the  160  had  not  been  used  for  trans- 
portation business  previous  to  the  year  1863,  and  then  only  used  by  the 
contractor  in  facilitating  the  construction  of  the  same  for  a number  of 
months  afterwards.  Sixty  miles  of  the  line,  Salamanca  to  Corry,  had 
only  been  in  use  for  transportation  business  for  one  year  and  a half  pre- 
vious to  the  first  of  January,  1863. 

This  Company,  therefore,  had  at  the  first  of  the  year  1863, 101  miles 
of  new  road,  and  60  miles  which  had  been  in  use  for  eighteen  months, 
with  new  engines  and  cars,  which,  if  properly  constructed,  would  have 
required  comparatively  no  expense  for  repairs  during  the  year  1863;  but 
even  under  such  favorable  circumstances,  the  percentage  of  expenses 
for  1863,  could  not  have  been  brought  down  to  only  48£  per  cent,  had 
not  the  contractor  kept  the  line  west  of  Meadville  in  order,  under 
the  head  of  construction.  There  was  also  some  work  done  by  the  con- 


13 


tractor  east  of  Meadville,  which,  in  a measure,  relieved  the  transporta- 
tion department  of  a percentage  of  expenses,  which,  under  other  cir- 
cumstances, would  have  gone  into  the  account  of  working  expenses. 

We  call  your  attention  to  the  following  statement  of  the  number 
of  rails  broken  upon  the  different  divisions  of  the  line  for  the  five 
months  ending  March  31st,  in  the  aggregate  8,519  rails,  equal  to  71 
miles  of  track.  The  distribution  will  clearly  indicate  the  character  of 
the  different  divisions.  Upon  the  third  and  fourth  divisions  the  number 
is  comparatively  insignificant,  21  on  the  third  and  87  on  the  fourth. 
These  divisions  are  comparatively  well  ballasted  and  in  good  condition 
generally,  not  a wheel,  as  we  are  informed,  has  been  off  the  rails  on 
either  of  these  divisions  during  the  five  months  past,  while  upon  the 
first  and  second,  although  the  utmost  care  has  been  exercised  (as  there 
has  been  a night  and  day  watchman  upon  every  section,  whose  duty  it 
has  been  to  go  over  their  entire  sections,  generally  four  miles  in  extent, 
before  each  train,  which  entailed  an  average  monthly  expense  of  $10,- 
000.)  Trains  are  daily  thrown  off  the  track  by  defective  rails,  and  as 
high  as  ten  freight  trains  have  been  off  in  a single  day,  nearly  twenty 
per  cent,  of  the  entire  expense  of  labor  charged  to  track  repairs  for  the 
winter,  has  been  expended  upon  watchmen,  as  will  appear  from  the 
rolls. 


STATEMENT  of  Broken  Rails  upon  the  Line  of  the  Atlantic  & Great 
Western  Railway,  from  November  1st  to  March  31st,  inclusive: 


DIVISION. 

NOV. 

DEC. 

JAN. 

FEB. 

MAR. 

TOTAL. 

1st 

211 

765 

677 

246 

1,899 

2d 

74 

142 

381 

197 

71 

865 

3d 

1 

5 

8 

6 

1 

21 

4th 

4 

30 

30 

23 

87 

Mahoning  . 

15 

46 

106 

50 

11 

228 

Franklin  . . 

47 

81 

129 

110 

52 

419 

137 

489 

1,419 

1,070 

404 

3,519 

3,519  Rails.  71  Miles. 


Had  the  divisions,  on  which  the  greatest  breakage  occurs,  been 
originally  well  constructed  and  well  ballasted,  the  heavy  expense  would 
not  have  been  incurred,  although  the  quality  of  the  iron  was  not  the 
best. 

In  connection  with  this  part  of  the  subject,  we  present  a table  of  the 
earnings  and  expenses  of  thirteen  of  the  leading  railways  of  this  coun- 
try. We  would  have  been  glad  to  have  included  others,  and  should 
have  done  so,  could  proper  data  have  been  obtained  : 

3 


EARNINGS  AND  OPERATING  EXPENSES. 


14 


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15 


In  this  table  most  roads,  it  will  be  seen,  include  their  taxes  in  the  estimate 
of  the  percentage  of  operating  expenses,  while  others  show  the  percentage 
exclusive  of  taxes.  We  give  the  percentage  of  all  including  taxes.  In  some 
instances  we  give  the  figures  for  1865,  because  the  reports  for  1866  are  not  be- 
fore us,  and  in  others  we  present  the  figures  for  both  1865  and  1866.  The 
average  expenses,  including  taxes  on  all  these  roads  is  71.72  per  cent,  of  the 
earnings. 

The  cost  on  the  Atlantic  and  Great  Western  Railway  is  72.80  per  cent, 
while  on  the  Pennsylvania  the  cost  of  operating  in  1865,  was  76  per  cent,  and 
in  1866,  77.13  per  cent.  The  expenses  of  the  New  York  Central  for  1865  in- 
clusive of  taxes,  was  80.29  per  cent.,  and  in  1866,  77.66  per  cent.  The  Ohio  & 
Mississippi  was  operated  in  1865,  at  a cost  of  73.10  per  cent.,  and  the  Erie  Rail- 
way 72.27  per  cent.  In  1866,  the  expenses  of  the  Erie  Railway,  including 
taxes  were  78.10  per  cent.,  and  of  the  Philadelphia  & Erie  Railroad  82 
per  cent.  The  working  expenses  of  the  Boston  & Worcester  Railroad  for 
1866  were  74.4-10  per  cent.  All  the  roads  named  have  been  made  for  years, 
and  are  free  from  many  of  the  extraordinary  expenses  of  operating  a new 
line  of  railway,  especially  a line  so  hastily  and  in  very  many  respects  poorly 
constructed  as  the  Atlantic  & Great  Western,  and  yet  their  average  percent- 
age is  much  greater.  These  figures  are  taken  from  the  official  reports  of 
the  several  companies  and  are,  therefore,  reliable.  Added  to  this  we  have 
the  exhibit  made  by  the  Auditor  General’s  Report  of  the  Railroads  of  Penn- 
sylvania, for  1866,  which  shows  that  the  average  cost  of  operating  all  the  lines 
in  the  State  is  66.58  per  cent.  The  Pennsylvania  and  the  New  York  Central, 
two  of  the  oldest,  best  equipped  and  managed  roads  in  the  country,  are  oper- 
ated at  a greater  cost  than  any  of  the  other  lines.  Certainly  the  Atlantic  & 
Great  Western  does  not  suffer  by  comparison  with  these  old  and  well  estab- 
lished routes.  Furthermore  it  should  be  borne  in  mind  that  this  road  is  a new 
competitor  for  the  traffic  between  the  west  and  the  seaboard,  and  in  the  outset 
is  subject  to  more  than  ordinary  expenses  to  attract  business.  Moreover,  the 
reports  of  many  of  the  leading  railways  indicate  the  cost  of  supplies,  and 
materials  in  transportation  expenses,  has  increased  enormously  during  the  past 
two  or  three  years.  The  New  York  Central  in  view  of  this  fact,  has  been  seek- 
ing legislation  to  enable  them  to  charge  one-half  cent  more  per  mile  on  all 
passengers,  and  their  exhibit  made  to  the  investigating  committee,  shows  that 
the  increase  of  cost  of  most  supplies  is  from  60  to  200  per  cent.  The  annual 
report  of  the  Michigan  Southern  Railroad  Company  shows  that  the  increase  in 
transportation  expenses  on  that  line  has  been  from  4 to  5 per  cent  during  the 
past  year. 

So  far,  therefore,  as  the  charge  of  expensive  management  enters  into  the 
controversy,  these  facts  and  figures  dispose  of  that. 

The  earnings  and  expenses  of  your  road  as  shown  in  the  table,  are 
for  ten  months,  January  to  October,  inclusive,  as  during  that  period  your 
managers  deemed  it  best  to  terminate  the  fiscal  year  October  31st,  to 
enable  the  officers  of  the  Company  to  have  their  reports  complete  to 
present  to  you  at  your  annual  meeting,  January  1st  each  year.  If  we 
should  include  November  and  December  we  would  have  : 

Earnings  (12  months) $5,696,119  32 

Expenses  (12  months) 4,210,881  51 

or  73-9  per  cent  In  November  and  December  there  was  a great  falling 
off  in  business  and  as  it  was  considered  temporary,  an  equivalent  reduc- 
tion in  force  and  expenses  could  not  be  made  promptly,  consequently  the 
expenses  for  the  year  are  increased  over  the  ten  months  about  one  per 
cent. 

While  the  accounts  for  all  roads  for  the  past  few  years  show  a great 
increase  in  the  cost  of  supplies  of  nearly  all  kinds,  there  has  been  no 
material  increase  in  freight  and  passenger  rates,  those  remaining  at  about 
the  figures  that  ruled  before  the  war. 


16 


During  the  winter  Mr.  McHenry’s  Auditor,  Mr.  H.  E.  Bird,  of 
London,  came  out  for  the  purpose  of  examining  the  accounts  of  the 
Company.  At  page  50  of  Mr.  McHenry’s  report  is  introduced  the  fol- 
lowing table : — 

“ Result  of  pay-rolls  for  the  month  of  November,  1866  : 


81  persons  on  General  Establishment $12,173  per  month. 

2,384  “ “ Eastern  Section.. 117,222  “ “ 

2,418  “ “ Western  Section 116,542  “ “ 


4,883  persons  in  all $245,936  per  month.” 


On  page  15,  Mr.  McHenry’s  statement,  this  is  commented  upon  by 
Mr.  McHenry,  and  a process  of  figuring  gone  into  to  show  that  with  a 
reduction  of  force  and  a reduction  of  wages  $1,072,680  can  be  saved  to 
the  Company  annually.  We  will  examine  Mr.  Bird’s  figures.  We  take 
the  same  rolls  used  by  him,  and  to  the  correctness  of  our  statements  we 
invite  the  closest  scrutiny,  either  by  you  personally,  or  through  commit- 
tees of  unprejudiced  and  uninfluenced  share  and  bondholders. 

Correct  results  of  pay-rolls  for  the  month  of  November,  1866  : 

General  Offices,  88  persons,  $13,587  92  per  mo. 

On  Line,  3,534  “ 183,910  29  “ “ 


$197,498  21  per  mo. 
50,590  14  “ “ 
.259  70  “ “ 


$248,348  05  per  mo. 

Mr.  McHenry  and  Mr.  Bird  failed  to  show  the  fact  that  on  those  rolls 
were  1,247  persons  employed  upon  construction , left  hy  Mr.  McHenry 
unfinished.  The  Company  paid  these  men  $50,590  14  for  labor  in  the 
month  of  November,  which  is  charged  up  against  Mr.  McHenry  in  the 
books  of  the  Company.  We  are  surprised  that  such  errors  could  have 
occurred^on  the  part  of  these  gentlemen.  The  rolls  placed  in  Mr.  Bird’s 
hands  show  plainly  what  is  Construction  and  what  Transportation  ex- 
penses. 

Including  the  general  offices,  the  average  on  Transportation  for  507 
miles  is  7io40  persons  per  mile. 

Omitting  the  general  offices,  the  average  for  the  Transportation 
Department  is  6i9070  persons  per  mile. 

Including  the  general  offices,  the  average  rate  of  pay  is  $51  17  per 
month. 

Omitting  the  general  offices,  the  average  is  $49  06  per  month. 

We  are  unable  to  procure  the  correct  force  employed  on  the  promi- 
nent lines  in  the  United  States.  Could  we  do  so,  we  would  be  glad  to 


Transportation,  3,622 
Construction,  1,247 
Sundries,  5 


In  all,  4,874 


17 


enter  into  a comparison.  We  must,  therefore,  content  ourselves  by  lay- 
ing before  you  the  following  : 

In  January,  1867,  the  Erie  Railway  Company  had  in  their  employ 
as  follows  : 


Running  and  maintaining  way  and  structures 5,862  persons. 

In  shops ' 2,979  “ 


8,841 

Miles  operated,  774,  which  gives  an  average  of  lli0  persons  per  mile. 
Had  we  before  us  a return  of  all  persons  in  the  employ  of  the  Erie 
Company  in  all  its  departments,  the  average  would  be  increased. 

The  Boston  and  Worcester  Railway  Company  have  an  average  of 
over  12  persons  per  mile. 

The  payment  to  the  above  persons  in  the  departments  referred  to  on 
the  Erie  road  is  an  average  of  $440  per  mile. 

On  your  road  for  the  same  departments  the  average  is  $393  per  mile. 

Again,  on  page  18  of  Mr.  McHenry’s  Report,  he  says,  “he  receives 
the  statements  of  the  General  Superintendent  with  reserve,*’  as  his  re- 
port did  not  reach  him  “in  regular  course  through  the  Engineer-in- 
Chief.”  We  are  not  aware  of  the  direction  it  took,  but  a copy  of  it  was, 
by  order,  handed  to  Mr.  McHenry’s  Auditor,  Mr.  Bird,  in  the  General 
Superintendent’s  office  in  Meadville,  the  original  having  been  sent  to 
your  President,  and  we  have  yet  to  learn  that  the  “regular  course”  of 
communication  between  the  General  Superintendent  of  a railway  com- 
pany, and  the  President,  Board  of  Directors,  Financial  Agent,  or  the 
public,  is  through  the  Engineer. 

As  an  evidence  that  your  Superintendent  did  complain  before  he  had 
been  long  on  the  road  of  the  condition  of  the  carriages,  wagons,  and  shop 
accommodations,  we  insert  an  abstract  of  a letter  written  by  him  in 
December,  1865,  to  W.  G.  Hamilton,  who  at  the  time  was  Mr.  McHenry’s 
General  Manager  of  the  shops  at  Jersey  City  and  Ramapo,  where  the 
machinery  was  being  built : 

“ General  Superintendent’s  Office,  l 
Meadville , Pa.,  Dec.  8,  1865.  ) 

“ W.  G.  Hamilton,  Esq., 

General  Manager,  &c., 

uI)ear  Sir : — Please  see  that  the  new  box  cars  now  building  at 
Ramapo,  are  made  in  a more  workmanlike  manner.  They  look  as  though 
they  were  made  in  the  woods,  where  nothing  but  a chopping  axe  was 
used.  The  siding  should  be  of  finished  boards,  carefully  put  together, 
and  three  coats  of  paint  put  on.  * * * * 

“ The  roof  of  a box  car  is  one  of  the  most  important  parts  of  it ; we 
have  hundreds  of  cars  on  the  road  entirely  worthless,  on  account  of  the 


18 


infernal  style  of  roofing,  and  we  have  no  shops  to  put  them  in  for  repairs. 
I am  determined  hereafter  no  cars  will  be  received  here  unless  in  perfect 
shape. 

Truly  yours, 

I>.  McLaren, 

General  Sup't.” 

Mr.  McHenry  quotes  from  the  report  of  Mr.  James  Robb,  made 
when  he  assumed  the  Presidency  of  your  Company,  as  follows  : 

“ The  shops  projected,  and  in  progress  at  this  point,  and  at  Franklin 
Mills,  are  on  an  extensive  plan,  very  largely  in  anticipation  of  probable 
wants  for  years  to  come.” 

And  in  referring  to  the  report  of  your  General  Superintendent  on 
the  same  subject,  says  that  Mr.  McLaren  now  complains  of  insufficient 
shop  accommodations,  thus  leaving  it  to  be  inferred  that  since  the  date 
of  Mr.  Robb's  report,  November,  1864,  the  shops  have  been  completed. 
This,  however,  is  not  the  case.  At  the  present  time  the  large  shops  at 
Meadville  and  Kent  (formerly  Franklin  Mills)  are  scarcely  half  finished 
according  to  the  original  designs  to  which  Mr.  Robb  refers.  At  Kent, 
the  car  shop  is  still  incomplete,  while ‘at  Meadville  only  the  blacksmith 
shop  has  been  erected.  The  car  shop,  machine  shop,  boiler  shop  and 
foundry  not  being  commenced,  excepting  only  the  foundation.  Were 
these  buildings  completed  they  would  be  ample  for  a large  increase  of 
business. 

Further  comment  we  do  not  deem  necessary  on  the  original  con- 
struction of  the  cars,  their  present  condition  and  the  shop  accommoda- 
tions. 

The  report  of  the  General  Superintendent  is  addressed  to  your  Presi- 
dent, and  not  to  the  Financial  Agent.  We  claim  it  to  be  true  to  the 
letter  in  every  particular.  He  is  sustained  in  his  position  in  regard  to 
the  track,  cross-ties;  etc.,  by  the  Resident  Engineer,  and  the  condition 
of  the  Rolling  Stock  and  shop  accommodations,  by  the  Superintendent 
of  Motive  Power  and  Machinery. 

(Mr.  McHenry's  statement,  page  18.)  Mr.  McHenry  here  refers  to 
a sum  of  $7,858,000  consolidated  bonds,  which  he  says  were  remitted  to 
him  on  account  of  contracts ; that  in  the  annual  report  of  1865,  page 
20,  it  is  stated  that  these  bonds  have  been  issued,  and  that  on  page  22 
of  same  report,  he  is  debited  with  the  amount  and  credited  with  the 
work  done  therefor. 

The  statements  referred  to  were  made  up  in  London  by  Mr.  Bird,  Mr. 
McHenry's  auditor.  They  do  not  accord  with  the  accounts  of  the  Com- 
pany. Mr.  Bird  did  not  find  his  figures,  as  printed,  in  the  books  of  the 
Company.  No  such  figures  as  shown  by  Mr.  Bird  on  page  21  of  the 
report  of  1865,  were  in  the  books  at  the  time  he  audited  the  accounts 
of  the  Company  for  that  year.  Page  22,  of  the  same  report,  is  not  [as 
is  claimed  by  Mr.  McHenry]  a statement  of  his  account,  where  he  is 
debited  with  the  amount  of  such  consolidated  bonds  and  credited  with 


19 


the  work  done  therefor.  His  account  is  nowhere  to  be  found  in  the 
report  of  1865.  The  statement  on  page  22  of  said  report  is  simply  the 
capital  account  of  the  Company.  The  figures  used  by  Mr.  Bird  in 
making  up  that  statement  were  not  found  in  the  books  of  the  Com- 
pany. 

The  bonds  referred  to  by  Mr.  McHenry  amount  to  $8,384,000,  instead 
of  the  sum  stated  by  him,  and  were  remitted  to  him  in  trust,  as  agent 
and  attorney  of  this  Company,  (not  on  account,)  and  stand  so  debited  to 
him  in  the  Ledger  of  the  Company,  against  which  he  has  no  credit  for 
work  done,  as  no  account  of  expenditure  on  construction  has  been  ren- 
dered by  him  since  October  1st,  1865,  although  repeated  calls  by  your 
managers  and  officers  have  been  made  for  such  accounts. 

Again  Mr.  McHenry  says,  (page  18  of  his  statement,)  “ The  Oil 
Creek  Railway  was  built  by  me,  and  worked  by  the  Atlantic  and  Great 
Western  Railway.”  “Up  to  the  time  of  our  losing  control,  the  traffic 
had  been  included,  as  with  other  branches,  with  the  main  line.” 

We  cannot  endorse  this  statement  of  Mr.  McHenry.  The  Oil 
Creek  Railway  was  never  for  an  hour  worked  by  the  Atlantic  and  Great 
Western  Railway.  Your  Company  never  had  anything  to  do  with  its 
accounts.  No  part  of  its  earnings  ever  entered  into  the  accounts  of 
your  Company;  but  statements  were  published  in  the  newspapers,  both 
in  this  country  and  in  England,  including  the  earnings  of  the  Oil  Creek 
Railway  with  those  of  your  road ; but  such  figures  never  originated  in 
the  General  Office  of  your  Company  in  Meadville,  and  were,  of  course, 
unauthorized  by  your  managers  in  America. 

It  appears  that  an  assemblage  of  persons  claiming  to  be  share  and 
bondholders  of  your  Company  met  in  London,  at  the  London  Tavern, 
on  the  5th  of  March.  Sir  William  Russell,  M.  P.,  was  appointed 
Chairman.  Upon  taking  the  chair,  the  gentleman  addressed  the  meet- 
ing in  a strain  which  may  convey  the  idea  to  the  uninformed  that  the 
persons  assembled  were  the  sole  owners  of  the  road  of  this  Company. 
That  there  were  no  shareholders  or  bondholders  other  than  those  then 
present.  Mr.  McHenry’s  statement  is  dated  February  25th  last.  The 
Chairman’s  remarks  were  made  on  the  5th  of  March  following.  His 
remarks  are  to  some  extent  a repetition  of  Mr.  McHenry’s  statements. 
We  think  we  have  fully  answered  them  by  what  we  have  already  laid 
before  you. 

Considerable  mystification  existed  in  regard  to  the  much  talked  of 
Oil  Creek  Railway.  The  Oil  Creek  Railway  extends  from  Corry-— a 
station  on  your  road,  60  miles  from  Salamanca,  (the  point  of  connection 
between  your  road  and  the  Erie  Railway)  into  the  oil  regions,  a distance 
of  about  40  miles.  This  road  never  ivas  and  is  not  now  a part  of  the 
Atlantic  and  Great  Western  Railway.  Your  branch  road  into  the  oil 
regions  extends  from  Meadville  (100  miles  from  Salamanca,  and  40 
miles  westwardly  from  the  point  of  connection  between  your  road  and 
the  Oil  Creek  road)  to  Franklin,  on  the  Allegheny  river;  thence  up 
the  river  to  Oil  City,  a distance  of  36  miles  from  Meadville.  This  cor- 
poration is  known  as  the  “Eastern  Coal  Fields  Branch  and  Exten- 


20 


sion,”  but  it  is  commonly  spoken  of  as  the  “ Franklin  Branch.”  The 
bonds  of  this  corporation  were  issued  under  its  corporate  title.  There  is 
no  share  capital  on  this  branch.  The  mortgage  bonds  were  given  to 
Mr.  McHenry  for  its  construction.  • A further  consideration  for  its  con- 
struction was  an  agreement  to  pay  to  Mr.  McHenry  its  net  earnings. 
This  agreement  was  subsequently  modified,  Mr.  McHenry  agreeing  to 
receive  in  lieu  of  the  net  earnings  $50,000  per  annum  for  a term  of 
years.  Since  the  last  mentioned  agreement  was  executed,  Mr.  McHenry 
has  assigned  to  Mr.  Kennard  a half  interest  therein.  This  sum  is  credited 
each  month — one-half  to  Mr.  McHenry  and  one-half  to  Mr.  Kennard 
— in  account,  and  a statement  of  Mr.  McHenry's  account  is  regularly 
transmitted  to  his  accountant  in  New  York. 

Mr.  Wm.  Lance  also  makes  an  attack,  but  simply  repeats  what  others 
have  said.  This  gentleman,  however,  refers  to  one  portion  of  the  traffic 
of  this  Company  which  demands  attention.  He  “ is  afraid  that  there  is 
some  specious  influence  to  cause  oil  to  be  sent  to  Cleveland  at  so  much 
less  rate  than  is  received  for  that  sent  eastward.” 

Mr.  Lance  cannot  be  ignorant  of  the  “specious  influence,”  as  he  has 
been  upon  your  road  several  times,  many  days  in  succession,  and  has  had 
free  and  uninterrupted  intercourse  with  the  different  Heads  of  Depart- 
ments managing  your  business,  and  also  with  subordinates.  He  should 
have  informed  those  present  why  the  difference,  at  which  he  hints,  exists. 
The  General  Freight  Agent  of  this  Company  gave  Mr.  Lance,  when  he 
was  here,  very  full  information  upon  this  point,  and  Mr.  Bird,  Mr. 
McHenry's  auditor,  who  was  at  the  meeting,  had  a letter  from  the  Gen- 
eral Freight  Agent  which  ought  to  have  been  satisfactory. 

The  facts  are  that  before  the  Franklin  Branch  was  built  all  the  oil 
going  down  Oil  Creek  went  to  Pittsburgh  by  the  Allegheny  river  at  a 
very  low  rate  ($1  to  $2)  per  barrel.  Pittsburgh  then  having  a monopoly 
of  the  refinery  business.  The  opening  of  the  Branch  road  let  Cleveland 
in,  but  not  on  even  terms,  because  the  river  rates  came  down  to  $1  and 
to  50  cents  per  barrel,  and  in  bulk  boats  to  25  cents  per  barrel.  All 
this  time  the  Pittsburgh  refineries  having  as  good  an  outlet  west  and 
better  east,  because  the  rates  through  the  year  averaging  less  per  100 
pounds  from  Pittsburgh  to  New  York  than  from  Cleveland  to  New 
York,  and  to  Philadelphia  five  cents  per  hundred  pounds  less  than  to 
New  York,  while  Philadelphia  is  about  as  good  a shipping  point  as  is 
New  York. 

We  are  compelled  by  reason  of  an  existing  contract  between  this 
Company  and  the  Oil  Creek  Bailroad  Company  to  charge  on  oil,  per 
ton,  per  mile,  the  same  rate  from  Oil  City  to  Salamanca  (137  miles)  that 
we  do  from  Corry  to  Salamanca  (60  miles.)  The  amount  of  oil  eastward 
from  Oil  City  is  very  small.  The  contract  referred  to  was  executed  by 
a former  President  of  this  Company,  and  it  is  this  contract  which  prevents 
us  from  getting  the  eastward  bound  oil  from  Oil  City.  The  only  chance 
we  have  at  Oil  City  is  to  haul  Cleveland  oil  in  competition  with  the 
Allegheny  river  to  Pittsburgh. 


21 


Sir  Morton  Peto  was  also  a speaker  at  the  meeting.  He  also  charges 
upon  your  Directors  extravagant  expenditures  of  money  in  managing 
the  line.  In  this  respect  he  is  but  the  echo  of  all  those  who  preceded 
him.  However,  he  remarks  as  follows  in  reference  to  the  Board  of 
Control,  so  called  : 

“Four  out  of  the  seven  members  of  that  committee,  by  the  events  of 
last  May,  were  stricken  down,  and  then  we  received  from  the  Board  in 
America  a request  that,  under  the  circumstances  in  which  we  were  placed, 
we  should  resign.”  “We  did  not  desire  to  resign,”  etc.,  etc. 

In  Mr.  McHenry's  statement,  page  21,  we  read — “The  Board  of 
Control  having  ceased  to  exist,  by  a resolution  of  the  Directors  passed  at 
my  suggestion,”  etc. 

This  Board  of  Control  was  not  a body  authorized  by  law. 

In  a letter  from  Mr.  McHenry  to  the  President  of  the  Company,  he 
remarks  that  the  Board  of  Control  had  become  a “useless  body,”  and  it 
was  desirable  to  have  it  abolished.  In  accordance  with  Mr.  McHenry’s 
wish,  although,  in  the  language  of  Sir  Morton  Peto,  “we  did  not  wish 
to  resign,”  the  Directors,  on  the  20th  day  of  November,  1866,  passed 
the  following : 

“Whereas,  This  Board  have  been  informed  by  the  agent  of  the  Com- 
pany in  London  that  the  necessity  and  usefulness  of  the  Board  of  Control 
has  ceased ; therefore, 

“Resolved,  That  the  resolution  of  this  Board,  passed  the  5th  day  of 
October,  1865,  creating  the  Board  of  Control,  and  authorizing  the 
election  of  the  same  by  the  stockholders,  and  all  supplements  amendatory 
thereof,  as  well  as  the  office  thereby  established,  be,  and  the  same  is, 
hereby  repealed,  vacated  and  annulled,  and  that  the  Secretary  be 
instructed  to  notify  the  several  members  of  the  said  Board  of  Control 
and  James  McHenry,  agent  in  London,  hereof  accordingly.” 

The  Secretary  of  the  Company  made  out  a certified  copy  of  the  fore- 
going for  each  member  of  the  Board,  addressing  them  to  the  respective 
members  thereof,  and  sent  them  under  cover  to  Mr.  McHenry  for 
delivery. 

Mr.  McHenry,  in  the  course  of  his  remarks  says,  “I  undertook  to 
build  a railway  which  would  pay  interest  on  the  securities  I issued.  I 
say  the  railway  is  earning  every  shilling  of  that  interest,  but  you  must 
get  it.  ’ 

What  the  railway  has  earned  is  shown  in  the  Abstract  of  Earnings 
and  Expenses,  [see  Auditor’s  statement,]  and  the  reason  why  the  net 
results  are  not  greater  is  clearly  set  forth  in  this  report  and  the  accom- 
panying statements. 

Herewith  are  submitted  the  accounts  of  the  Company  as  they  appeared 
in  the  hoofcs  of  the  Company  in  Meadville , on  the  31st  day  of  October 
last.  We  present  also  the  proceedings  of  the  stockholders  at  their 
annual  meeting,  .January  8th,  last;  the  report  of  your  President; 


22 


the  statement  of  our  Auditor  to  the  President  and  Directors  for  their 
information ; the  report  of  the  General  Superintendent  of  the  line, 
etc.,  etc. 

If  an  examination  should  be  made  in  respect  to  the  statements  of  the 
securities  of  the  Company,  and  the  condition  of  those  securities  in 
London  should  materially  differ,  we  beg  to  inform  you  that  our  Trustees, 
John  Goddard  and  B.  Moran,  have  failed  to  render  monthly  reports  of 
their  trusts.  We  feel  that  it  is  due  to  your  Directors  and  Officers  to 
publish  the  following  letters  and  extracts  from  minutes  to  show  you  how 
unceasing  have  been  their  efforts  to  get  reports  from  their  Agent  and 
their  Trustees,  but  as  yet  without  avail.  Steps  will  now  be  taken  to 
correct  their  delinquency  in  this  respect,  and  as  soon  as  possible  the 
true  condition  of  the  securities  in  trust  arrived  at. 


(copy.) 

ATLANTIC  & GREAT  WESTERN  RAILWAY  CO., > 
Audit  Office, 

Meadville,  Pa.,  December  20,  1865.  ) 

James  McHenry,  Esq., 

Bear  Sir  : — Allow  me  to  call  your  attention  to  the  importance  of 
your  making  a monthly  report  to  me  of  the  disposal  of  the  consolidated 
bonds  of  the  Company,  delivered  to  you  as  ‘‘Agent  and  Attorney”  to 
enable  me  to  make  the  proper  entries  on  my  books. 

You  should  also  at  the  close  of  each  quarter,  cut  off  all  matured 
coupons  from  bonds  in  your  hands  unissued,  cancel  them,  and  send  to 
our  Treasurer,  J.  M.  Dick,  Meadville,  Pa.,  that  we  may  know  what  our 
liabilities  are  on  that  account. 

I enclose  a letter  to  Messrs.  Benjamin  Moran  and  John  Goddard, 
Trustees,  which  you  will  please  read  and  deliver  to  them. 

Yours  truly,  &c., 

J.  C.  Calhoun, 

Auditor. 


(copy.) 

ATLANTIC  & GREAT  WESTERN  RAILWAY  CO.,} 
Central  Department  of  Accounts,  - 

Audit  Office,  Meadville,  Pa.,  Dec.  20th,  1865.  ) 

Messrs.  Benjamin  Moran  and  John  Goddard, 

Trustees. 

Gentlemen : — By  appendix  to  report  of  Messrs.  Coleman,  Turquand, 
Youngs  & Co.,  you  appear  to  be  the  holders  in  trust  of  the  following 


securities  : 

Capital  Stock,  Ohio  Division $280,000 

First  Mortgage  Bonds,  Ohio  Division 249,000 


In  order  that  I may  make  the  necessary  entries  on  the  books  of  this 
department,  it  is  important  that  you  make  me  a report  of  your  action 
at  once,  and  monthly  thereafter,  by  first  mail  after  close  of  each  month 


23 


and  when  there  is  no  transaction  during  the  current  month,  please  send 
me  a duplicate  of  the  report  of  the  month  previous. 

All  coupons  past  due,  and  subsequently  as  they  become  due,  on  unis- 
sued bonds  should  be  cut  off,  and  returned  to  our  Treasurer,  J.  M. 
Dick,  Esq.,  Meadville,  Pa.,  also  any  coupons  in  your  hands  that  may 
have  been  cut  from  any  bonds  before  issue  of  same. 

Yours  truly, 

J.  C.  Calhoun, 

Auditor,  &c. 


[COPT.] 

ATLANTIC  & GREAT  WESTERN  RAILWAY  CO.,  ) 
(Consolidated,)  > 

Secretary’s  Office,  Meadyille,  Pa.,  Dec.  25th,  1865  ) 

James  McHenry,  Esq., 

London,  Eng. 

Dear  Sir: 

[Extract.]  “ To  prevent  confusion  and  trouble  with  my  accounts, 
the  same  that  I have  heretofore  experienced,  it  is  op  the  utmost 
importance  that  the  Trustees  in  London  forward  to  me  promptly  on  the 
expiration  of  each  month  a complete  report  of  their  bond  transactions 
during  the  expired  month.  Will  you  see  that  this  is  done  clearly  and 
fully? 

I am,  dear  sir, 

Very  truly  yours, 

J.  C.  Calhoun, 

Secretary. 


[copy.] 

ATLANTIC  & GREAT  WESTERN  RAILWAY  CO.,  > 
(Consolidated,)  > 

Secretary’s  Office,  Meadville,  Pa.,  Feb.  24th,  1866.) 

Messrs.  Benjamin  Moran  and  John  Goddard, 

London,  England. 

[Extract.]  “ You  will  please  return  to  J.  M.  Dick,  Esq.,  Treasurer, 
Meadville,  Pa.,  all  bonds,  and  also  all  coupons  surrendered  and  cancelled, 
This  should  be  done  whenever  a transaction  of  this  kind  occurs. 

I am,  gentlemen, 

Yours,  very  truly, 

J.  C.  Calhoun, 

Secretary. 


Extract  from  Minutes,  Board  of  Directors,  dated  April  3d,  1866. 

“ Resolved , That  the  Auditor  of  the  Company  be,  and  he  is  hereby 
directed  to  call  upon  the  Trustees  of  this  Company  in  England,  for 
regular  monthly  statements  of  their  accounts  as  Trustees,  and  that  they 
be  required  to  return  to  the  Treasurer  all  cancelled  bonds  and  coupon* 
aa  often  as  bonds  and  coupons,  or  either  of  them,  are  cancelled.” 


24 


[COPT.] 


ATLANTIC  & GREAT  WESTERN  RAILWAY  CO., 
(Consolidated,) 

Secretary's  Office,  Meadville,  Pa.,  June  21,  1866. 


i 


B.  Moran,  Esq.,  and  J.  Goddard,  Esq.,  Trustees, 

London,  England. 


Gentlemen : — I beg  to  submit  the  following  resolution  of  our  Board 
of  Directors ; an  official  copy  of  which  was  mailed  to  you  on  the  6th  of 
April  last : 

“ Resolved,  That  the  Auditor  of  the  Company  be,  and  he  is  hereby 
directed  to  call  upon  the  Trustees  of  this  Company  in  England,  for  regu- 
lar monthly  statements  of  their  accounts  as  Trustees,  and  that  they  be 
required  to  return  to  the  Treasurer  all  cancelled  bonds  and  coupons  aa 
often  as  bonds  and  coupons,  or  either  of  them,  are  cancelled.” 


Be  pleased  to  transmit  monthly  the  statement  of  your  accounts  with 
this  Company. 


I am,  gentlemen, 

Very  respectfully, 


J.  C.  Calhoun, 

Auditor. 

Per  J. 


[COPT.] 


ATLANTIC  & GREAT  WESTERN  RAILWAY  CO., 
(Consolidated,) 

Secretary’s  Office,  Meadville,  Pa,,  Nov.  6th,  1866. 


I 


Gentlemen : — I am  in  receipt  of  your  favor  of  16th  ultimo,  covering 
certified  resolutions  of  the  Board  of  Control,  of  June  6 and  August  11, 
1866. 

I notice  that  the  resolutions  do  not  give  the  numbers  of  the  consoli- 
dated bonds  issued  in  lieu  of  the  cancelled  bonds.  It  is  important  that 
the  numbers  be  given.  Please  send  me  memorandum  of  the  consolidated 
bonds  referred  to  in  the  two  resolutions  oi1  dates  above  mentioned,  each 
separately,  and  hereafter  send  memorandum  of  each  issue  at  time  of 
sending  resolution. 


I am,  gentlemen, 

Yours  very  respectfully, 

J.  C.  Calhoun. 


Messrs.  B.  Moran  and 
John  Goddard, 


Trustees. 


Secretary. 


25 


[COPT.] 


ATLANTIC  & GREAT  WESTERN  RAILWAY  CO.,  ) 
(Consolidated,)  y 

Secretary’s  Office,  Meadville,  Pa.,  Nov.  13th,  1866.} 


Messrs.  B.  Moran  and 
J.  Goddard, 


Trustees, 

London,  England. 


Gentlemen ; — It  is  highly  important  that  you  send  to  me  at  once  a 
complete  statempnt  of  all  mortgage  bonds  of  the  Ohio  Company, 
which  you  have  received,  and  the  disposition  of  the  same.  Blease  make 
the  statement  in  form  showing  date  of  their  receipt  by  you,  numbers, 
denominations,  and  amount.  Also,  date  of  delivery,  to  whom  delivered, 
numbers,  denominations,  amount. 

It  is  hoped  that  you  will  be  able  to  have  this  statement  made  up 
immediately  and  forwarded  to  me  by  first  steamer ; as  the  books  of  the 
Ohio  Company  cannot  be  correctly  adjusted  without  such  report. 

I am,  gentlemen, 

Yours  very  respectfully, 

J.  C.  Calhoun, 

Secretary. 


Extract  from  Minutes,  Board  of  Directors,  dated  November  20th,  1866. 

“ Whereas,  This  Board  have  been  informed  by  the  Agent  of  the 
Company  in  London,  that  the  necessity  and  usefulness  of  the  Central 
Board  of  Control  has  ceased  ; therefore, 

u Resolved,  That  the  resolution  of  this  Board  passed  the  5th  day  of 
October,  1-865,  creating  the  Board  of  Control  and  authorizing  the  elec- 
tion of  the  same  by  the  stockholders,  and  all  supplements  amendatory 
thereof,  as  well  as  the  office  thereby  established,  be  and  the  same  is 
hereby  repealed,  vacated  and  annulled,  and  that  the  Secretary  be 
instructed  to  notify  the  several  members  of  the  said  Board  of  Control 
and  James  McHenry,  Agent  in  London,  hereof  accordingly.” 


Extract  from  Minutes,  Board  of  Directors,  dated  November  20th,  1866. 

“ A statement  was  made  to  the  Board  by  the  Treasurer  in  reference 
to  coupons  held  by  the  Trustees  which  should  be  returned  to  him.  Said 
coupons  having  matured  upon  bonds  in  the  hands  of  said  Trustees. 

“On  motion,  it  was 

“Resolved,  That  G.  Church  be  a committee  of  one  to  correspond  with 
the  Trustees  and  point  out  to  them  the  necessity  of  returning  said 
coupons  as  fast  as  they  mature,  and  to  report  the  result  of  such  corres- 
pondence to  this  Board.” 


4 


26 


(copy.) 

ATLANTIC  & GREAT  WESTERN  RAILWAY  CO.,  ) 
(Consolidated,) 

Secrktary’s  Office,  Mkadville,  Pa.,  Jan’y  12th,  1867.) 

H.  E.  Bird,  Esq.,  (Auditor  in  London,) 

London,  England. 

Dear  Sir : — On  the  6th  November  last,  I addressed  a letter  to  B. 
Moran  and  John  Goddard,  Esquires,  Trustees,  requesting  them  to  give 
me  the  numbers  of  consolidated  bonds  issued  by  them  in  lieu  of  divi- 
sional bonds,  and  which  are  referred  to  in  certain  resolutions  of  the 
Board  of  Control  dated  respectively  June  6 and  August  11,  1866. 

Messrs.  Moran  and  Goddard  write  me  under  date  of  23d  Nevember : 
“We  will  immediately  on  Mr.  Bird’s  return  from  America  forward  you 
full  details  of  numbers  of  bonds.” 

I shall  be  under  obligations  if  you  see  that  this  is  done. 

Yours  truly, 

J.  C.  Calhoun, 

Secretary,  &c. 


(copy.) 

ATLANTIC  & GREAT  WESTERN  RAILWAY  CO.,  > 
(Consolidated,)  k 

Secretary’s  Office,  MeadVili/e,  Pa.,  Jan.  14th,  1867.) 

G-entlemm : — I have  your  favor  of  the  27th  ultimo,  covering  resolu- 
tion of  the  Board  of  Control,  passed  November  14th,  1866,  in  regard  to 
the  cancellation  of  $264,500  of  divisional  bonds  in  lieu  of  which  a like 
amount  of  consolidated  bonds  were  issued. 

You  do  not  give  the  numbers  of  the  consolidated  bonds  issued, 
therefore  I presume  the  Board  of  Directors  will  not  confirm  the  action 
of  the  Board  of  Control  in  the  absence  of  the  information  requested  in 
my  favor  of  Nov.  6,  1866,  to  you,  as  also  on  account  of  the  deficiency  in 
the  resolution  first  above  referred  to. 

I am,  gentlemen, 

Very  respectfully  yours, 

J.  C.  Calhoun, 

B.  Moran  and  J.  Goddard,  Esqrs.,  Secretary. 

Trustees,  London,  Eng. 


(copy.) 

ATLANTIC  & GREAT  WESTERN  RAILWAY  CO.,  ) 
Central  Department  of  Accounts,  - 

Audit  Office,  Meadvillk,  Fa.,  January  16th,  1867.) 

H.  E.  Bird,  Esq.,  (Auditor  in  London,) 

16  Tokenhouse  "Sard, 

London,  England. 

Dear  Sir : — You  will  perhaps  remember  that  in  crediting  up  in  the 
fall  of  1865,  Mr.  McHenry’s  account,  as  rendered,  sundry  items  were 
found,  reading  as  follows : — 


27 


1863,  Jan.  15.  To  Sinking  Fond  cost  $10,000 £1,609  0 9 

1863,  July  16.  “ “ “ cost  10,000 1,610  0 0 

1864  Jan.  15.  “ “ “ cost  10,000 1,749  7 6 

1864,  April  1.  “ “ “ 100,000  at  £225  per  $1,000 22,500  0 0 

1864, ’  July  13.  “ “ “ cost  10,000 1,658  16  4 

1865,  Jan.  14.  “ “ “ cost  10,000 1,591  17  6 

1865,  April  1.  “ “ “ 100,000  at  £225  per  $1,000 22,500  0 0 

1865,  July  14.  “ “ “ cost  10,000 1,670  12  6 


£54,889  14  7 

At  $8  to  the  £ Sterling  is $439,117  83 


In  the  absence  of  all  explanations,  and  for  the  purpose  of  disposing 
of  the  sum  temporarily , and  until  I was  put  in  possession  of  information 
which  would  enable  me  to  write  it  up  correctly,  I opened  an  account 
called  “ Sinking  Fund”  Dr.  $439,117  83  and  gave  Mr.  McHenry  credit 
for  same  sum.  This  debit  you  will  find  in  Trial  Balance  sent  you  each 
month.  I now  have  to  request  that  you  will,  with  as  little  delay  as 
possible,  ascertain  what  this  is,  and  advise  me  how  to  dispose  of  it.  I 
suppose  I am  correct  in  assuming  that  this  Company  has  no  such  sum  of 
money  on  deposit  as  a “ Sinking  Fund,”  therefore  the  Sinking  Fund 
account  should  be  closed  and  the  amount  written  off  into  some  other 
account,  most  likely  “General  Construction.” 

Please  be  so  kind  as  to  look  into  this,  at  once,  and  inform  me  clearly 
what  to  do  with  it. 

Very  respectfully,  yours, 

J.  C.  Calhoun, 

Auditor. 


Extract  from  Minutes,  Executive  Committee,  dated  Jan.  22d,  1867. 

“ The  President  submitted  several  letters  from  Mr.  McHenry  in 
regard  to  coupons  in  the  hands  of  Trustees,  &c.,  which  were  referred  to 
the  Counsel  of  the  Company  for  a written  opinion  as  to  the  condition  of 
the  securities  in  the  hands  of  Trustees,  and  Mr.  McHenry  as  Financial 
Agent. 

The  following  report  was  made  by  G.  Church,  being  the  opinion 
arrived  at  after  a careful  examination  of  the  powers  granted  and  instruc- 
tions given  : 

Meadville,  January  17th,  1867. 

S.  S.  L’Hommepieu,  Esq., 

President,  A.  & G.  W.  By.  Co. 

Dear  Sir : — As  requested,  I here  furnish  you  the  result  of  my 
promised  examination  touching  the  authorized  issue  and  disposal  of  the 
shares  and  mortgage  bonds  of  the  Atlantic  & Great  Western  Bailway 
Company. 

The  act  of  consolidation  fixed  the  capital  at  thirty  millions  of  dollars 
and  divided  it  into  sixty  thousand  shares. 

Of  these  shares  there  were  reserved  as  many  in  number  and  amount 
as  equalled  the  aggregate  of  preferred  and  ordinary  shares  already  issued 
by  and  outstanding  against  the  several  companies  consolidated,  inclusive 
of  the  interest  accrued  upon  such  as  had  been  issued  at  interest.  These 
reserved  shares  were  not  to  be  issued,  except  in  exchange  for  the  others 
returned  and  cancelled. 


28 


The  remaining  shares,  to  a limited  number,  were  issued  to  James 
McHenry,  as  contractor,  to  be  applied  on  account  of  construction  and 
equipment  of  the  line  of  railway  by  him  prior  thereto  ; and  the  balance 
were  issued  to  him  for  disposal  by  sale,  as  the  agent  of  the  Company, 
for  money,  materials  or  supplies,  to  be  held  by  him  as  such  agent  in  trust 
for  the  Company  and  subject  to  its  order  and  control.  What  disposition 
has  been  made  of  these  by  Mr.  McHenry,  or  whether  any,  does  not 
appear  by  any  report  from  i im. 

This  terminates  my  examination  as  regards  the  shares. 

The  disposition  of  the  mortgage  bonds  is  ascertained  by  reference  to 
the  resolution  of  the  Board  of  Directors  under  date  of  October  5,  1865 — 
the  mortgage  or  deed  of  trust  in  pursuance  thereof,  of  the  same  date — 
the  tenor  of  the  bonds — the  declaration  of  trust  by  the  Company  to  and 
acceptance  thereof  by  Messrs.  Goddard  and  Moran,  of  London,  under 
date  of  October  26th,  1865,  and  the  power  of  attorney  to  James  Mc- 
Henry, dated  October  31st,  1865. 

By  examination  of  these  papers,  it  will  be  found  that  the  amount  of 
authorized  issue  of  mortgage  bonds  was  thirty  millions  of  dollars,  and 
the  number  sixty  thousand.  Of  these,  thirty-two  thousand  two  hundred 
and  eighty-four,  and  numbered  from  27,717  to  60,000,  both  inclusive, 
amounting  in  the  aggregate  to  sixteen  millions,  one  hundred  and  forty- 
two  thousand  dollars,  were  denominated  reserved  bonds,  and  placed  in 
the  possession  of  Messrs.  Goddard  and  Moran,  in  trust,  for  the  exclusive 
purpose  of  exchange  for,  or  of  liquidating  the  prior  lien  mortgage  bonds 
issued  or  authorized  by  the  several  corporations,  now  consolidated,  and 
not  to  be  withdrawn  from  the  said  trust,  nor  used  for  any  other  purpose 
whatever,  nor  even  for  that  purpose  before  the  maturity  of  the  said 
divisional  bonds  respectively,  except  by  direction  of  a formal  resolution 
of  the  Board  of  Control,  approved  by  resolution  of  the  Board  of  Directors 
of  this  corporation;  nor  even  under  such  resolutions,  nor  at  any  time 
unless  a like  amount  of  such  prior  bonds  be  surrendered  to  and  cancellec 
by  the  trustees,  as  then  withdrawn  and  used  for  the  purpose.  But  it  i; 
the  duty  of  the  trustees  to  first  detach  and  cancel  all  overdue  coupon 
and  surrender  them  to  the  Treasurer  of  the  corporation,  and  abate  the' 
interest  accrued  at  the  time,  as  shall  be  directed  by  the  Board  of 
Directors. 

These  overdue  coupons  and  accrued  interest  cannot  be  held  against 
the  corporation  in  the  hands  of  any  one  for  any  purpose. 

I do  not  conceive  it  necessary  to  say  anything  further  on  the  subject 
of  these  reserved  bonds.  The  status  of  all  embraced  within  the  num- 
bers mentioned  is,  I consider,  irrevocably  fixed,  and  no  new  contracts 
can  be  entered  into  changing  it,  without  the  consent  of  all  the  parties 
interested  in  any  way,  under  the  trust. 

In  regard  to  the  other  bonds,  numbered  from  1 to  27,716,  both 
inclusive,  and  amounting  to  thirteen  millions  eight  hundred  and  fifty- 
eight  thousand  dollars,  it  appears  that  a portion  of  these,  to  the  amount 
of  six  millions  of  dollars,  and  numbered  from  one  to  twelve  thousand, 
(1  to  12,000)  both  inclusive,  was  paid  over  to  James  McHenry,  as  were 
the  shares  previously  mentioned,  in  or  towards  payment  on  the  construc- 
tion and  equipment  contract  already  performed,  and  the  balance  amount- 
ing to  seven  millions  eight  hundred  and  fifty-eight  thousand  dollars  was 


29 


placed  in  the  hands  of  James  McHenry  as  attorney  and  agent  of  the 
corporation  under  the  power  dated  October  31,  1865,  already  mentioned, 
to  sell  for  money,  materials  and  supplies  to  be  used  in  completing  the 
construction  and  equipment  of  the  main  line,  the  Buffalo  Extension,  so 
called,  and  other  unfinished  portions  or  extensions,  and  as  to  which 
extensions,  contracts  had  been  made  with  Mr.  McHenry  prior  to  the 
consolidation. 

These  latter  bonds,  if  undisposed  of  by  the  agent,  are  subject 
undoubtedly  to  the  absolute  control  of  the  corporation,  and  may  be  with- 
drawn from  the  custody  of  the  agent,  but  if  sold  or  otherwise  disposed 
of  by  him,  then  the  consideration  is  subject  to  the  order  and  control  of 
the  corporation  according  to  the  express  provisions  of  the  power  of 
attorney. 

The  Board  of  Directors  have  not  authorized  the  Treasurer  to  credit 
or  pay  to  Mr.  McHenry  the  accruing  interest  coupons  of  the  consolidated 
bonds  remaining  in  the  hands  of  the  trustees,  or  in  his  own  hands,  as 
agent  and  attorney  of  the  corporation. 

On  the  contrary,  these  coupons  should  be  detached,  as  tney  mature, 
and  be  cancelled  and  surrendered  without  charge  to  the  Treasury. 

The  examination  of  the  subject,  and  all  the  documents  and  the  reso- 
lutions of  the  Board  of  Directors  concerning  it,  confirm  me  in  this 
opinion. 

Besides,  I find  such  was  the  understanding  of  the  chairman  of  the 
late  Board  of  Control,  in  his  letter  to  you  of  December  28th,  1865, 
adopted  by  the  Executive  Committee  of  the  Board  of  Directors  in  their 
proceedings  under  date  of  January  12th,  1866. 

You  will  perceive  I have  not  predicated  anything  upon  the  contract 
authorized  to  be  made  with  James  McHenry  for  completing  the  line  of 
road  in  operation,  and  the  construction  of  the  Buffalo  Extension,  etcetera . 
No  such  contract  has  been  yet  actually  executed,  and  if  it  had  been 
done  in  compliance  with  the  resolutions  authorizing  it,  the  entire  amount 
of  shares  and  bonds  beyond  that  paid  to  Mr.  McHenry  on  his  account 
rendered  to  October  1,  1865,  must  pass  into  the  hands  of  the  Trustees, 
Messrs.  Goddard  and  Moran,  to  be  paid  over  to  Mr.  McHenry  from 
time  to  time  upon  the  certificate  of  work  done,  made  by  the  Engineer- 
in-Chief,  approved  by  the  President  of  this  corporation  and  the  Chairman 
of  said  Board  of  Control. 

I believe  I have  now  herein  fully  answered  your  inquiry. 

Yours  truly, 


G.  Church, 

Solicitor. 


Extract  from  Minutes,  Board  of  Directors,  dated  March  1st,  1867. 

“ Resolved , That  the  President  be,  and  he  is  hereby  instructed  to 
communicate  with  James  McHenry  in  relation  to  the  necessity  of  having 
from  him  a detailed  statement  of  his  account  with  the  Company  since 
October  1st,  1865,  and  of  the  disposition  made  by  him  of  the  bonds  and 
shares  placed  in  his  hands.  And  also  to  demand  of  the  Trustees  a like 
detailed  statement  of  their  accounts  since  their  appointment  in  October, 
1865.” 


30 


(copy.) 

ATLANTIC  & GREAT  WESTERN  RAILWAY  CO.,  ) 
Central  Department  of  Accounts, 

Audit  Office.  Meadville,  Pa.,  March  15th,  1867. i 

James  McHenry,  Esq., 

London,  England. 

Dear  Sir  : — Herein  you  have  copies  of  three  letters,  viz  : 1st,  dated 
Jan.  12,  1867,  addressed  to  H.  E.  Bird,  Esq.,  in  regard  to  the  numbers 
of  consolidated  bonds  issued  in  lieu  of  divisional  bonds.  2d,  dated  Jan. 
14.  1867,  addressed  to  Moran  and  Goddard,  Esquires,  in  regard  to  an 
issue  of  consolidated  bonds,  on  the  14th  Nov.,  1866.  You  will  see  by 
the  letter  that  they  did  not  give  me  the  numbers  of  the  bonds  of  that 
particular  issue.  3d,  dated  Jan’y  16,  1867,  addressed  to  Mr.  Bird  in 
reference  to  an  item  in  your  account  of  Sept.  30,  1865,  designated 
“ Sinking  Fund.”  This  letter  explains  itself. 

I require  immediate  and  full  answers  to  these  three  letters.  It  is 
not  the  first  time  I have  written  upon  the  same  subjects;  and  the  parties 
addressed,  by  their  silence,  refusing  to  give  me  the  information. 

I am,  sir, 

Very  respectfully,  yours, 

J.  C.  Calhoun, 

Auditor. 


You  will  observe  that  this  correspondence  dates  from  December, 
1865,  and  continues  to  a very  recent  date.  No  definite  reply  has  ever 
been  received  from  the  persons  addressed  in  regard  to  the  subject  matter 
of  these  letters. 

Before  closing  this  report  we  beg  to  present  the  following  statement 
of  the 

Authorised  Capital  of  the  A.  & G.  W.  Railway  Co. 


Under  and  by  virtue  of  the  act  of  Consolidation,  dated  August  19,  1865. 


Capital  Stock,  600,000  Shares,  $50  each $30,000,000 

Under  and  by  virtue  of  a resolution  of  the  Board  of  Directors, 
adopted  October  15,  1865 : 

Mortgage  Bonds,  60,000,  each  $500 30,000,000 


$60,000,000 


31 


The  total  capital  of  $60,000,000  to  be  appropriated  as 
follows  : 

As  per  act  of  Consolidation  : 

Reserved  to  be  exchanged  for  preferred  shares 

of  the  Ohio  Division 

Divisional  common  shares 


Total  reserved  shares 

Remaining  for  Company’s  use, 

As  per  Deed  of  Trust : 

Reserved  to  be  exchanged  for  divisional  bonds,  $15,616,000 
Remaining  for  Company’s  use.  14,384,000 


$30,000,000 

$60,000,000 

AGGREGATES  : 

Total  authorized  shares  and  bonds $60,000,000 

Total  reserved  shares  and  bonds  for  exchange $35,039,682 


Total  shares  and  bonds  remaining  for  Company’s  use 24;960,318 

$60,000,000 


The  consolidated  shares  and  bonds  were  disposed  of  as  follows  : 

shares  : 


In  reserve  for  exchange  for  divisional  shares $19,423,682 

Deposited  with  Goddard  and  Moran,  in  trust 1,800,000 

Paid  to  J.  McHenry,  on  account 8,000,000 

Issued  to  sundry  persons 340,723 

Remaining  unissued 435,595 


$30,000,000 


BONDS : 

Deposited  with  Goddard  and  Moran,  Trustees,  to  exchange 


for  divisional  bonds $15,616,000 

Deposited  with  J.  McHenry  as  Agent  and  Attorney 8,384,000 

Paid  to  J.  McHenry,  on  account 6,000,000 


$3,000,000 

16,423,682 


19,423,682 

10,576,318 


$30,000,000 


32 


It  appears  from  Mr.  McHenry's  statement  that  a debt  exists  against 
the  Company  in  England  of  $27,000,000  in  excess  of  the  authorized 
capital,  which  has  been  created  without  authority,  excepting  as  to  the 
first  issue  of  debentures,  in  respect  to  which  this  Company  in  the 
absence  of  all  returns  or  accounts  from  Mr.  McHenry,  are  not  aware 
that  they  have  been  benefitted  by  their  issue  to  the  extent  of  one  dollar. 

We  here  leave  the  matter  for  your  consideration,  feeling  that  upon 
examination  you  will  find  all  our  statements  supported  by  an  array  of 
evidence  that  cannot  be  shaken.  Your  Directors  and  officers  invite  the 
fullest  investigation  possible  into  their  management,  expenditures,  con- 
tracts, leases,  etc. ; but,  they  wish  you  to  bear  in  mind  that  England  is 
not  the  proper  place  to  conduct  an  investigation  of  the  affairs  of  this 
Company. 

We  desire  you  to  visit  us,  come  upon  the  road,  examine  it  and  satisfy 
yourselves  by  personal  inspection  whether  the  statements  as  to  its  con- 
struction are  true  or  untrue.  Although  the  road  has  been  held  up  to 
you  as  a work  “complete”  in  all  its  parts,  hence  should  be  worked  for  48 
or  55  per  cent,  of  the  earnings,  we  believe  if  you  examine  it  thoroughly 
and  with  a view  to  do  justice  to  all  connected  with  it,  you  will  report 
that  it  is  still  incomplete ; that  much  of  the  construction  was  originally 
defective ; that  the  working  expenses  must  necessarily  be  great  unless 
money  is  appropriated  to  finish  it  as  it  should  be  finished,  and  in  such 
manner  as  your  Directors  had  reason  to  suppose  the  contractor  would 
finish  it. 

Give  us  a committee  of  independent,  truthful  men — men  of  practical 
business  minds,  not  theoretical  railroad  men,  and  we  will  not  feay  the 
result  of  an  impartial  investigation  conducted  by  them. 

Statement  after  statement  has  been  published,  prospectus  after  pros- 
pectus issued  to  you,  glowing  accounts  of  the  finished  road  been  written 
for  the  papers — wonderful  results  of  the  business  promised,  and  now, 
these  things  proving  delusive,  you  look  for  a reason,  you  ask  the  authors 
to  explain,  and  they,  with  a view  to  shield  themselves,  point  to  your 
Directors  and  officers  as  being  the  cause.  “It  is  your  Board  who  have 
winked  at  irregular  practices,  and  it  is  with  the  knowledge  of  their 
superior  officers  that  your  agents  act  in  the  interests  of  rival  lines." 
Baseless — unfounded  charges  used  by  those  whose  interest  it  now  is  to 
prevent  a true  statement  of  the  condition  of  the  Company  being  given. 
Your  property  is  valuable — it  is  sure  to  become  one  of  the  best  lines 
of  this  country ; but  to  enable  it  to  receive  and  to  do  the  business  to 
which  it  is  justly  entitled,  it  must  he  completed — it  must  be  put  in  a 
condition  to  do  all  the  business  that  it  can  do  promptly,  safely  and 
economically. 

Respectfully  submitted. 

John  Dick,  Chairman, 

Meadville,  Pa. 

A.  F.  Allen,  Jamestown,  N.  Y. 

John  Howard,  Dayton,  O. 


FOURTH  ANNUAL  REPORT 


OF 


die  llthintix  # Cr eat  ®cstcrn  Co. 


TEN  MONTHS,  ENDING  OCTOBER  31,  1866. 


STOCKHOLDERS’  MEETING 


Office  of  the  Atlantic  & Great  Western  1 
Railway  Company,  >• 

Meadville,  Pa.,  Jan.  8,  1867.) 

The  stockholders  met  pursuant  to  notice. 

On  motion,  General  John  Pick  was  appointed  Chairman,  and  J.  C. 
Calhoun,  Secretary. 

The  Inspectors,  Jas.  R.  Dick,  0,  Hastings,  and  J.  M.  Dick,  appeared 
and  were  duly  sworn.  J.  M.  Dick  having  been  appointed  in  place  of 
Wm.  Thorp,  he  being  a Director  and  ineligible. 

The  President,  S.  S.  L’Hominedieu,  then  presented  his  report  in 
connection  with  those  of  the  Auditor  and  General  Superintendent.  The 
report  of  the  President  was  read  and  placed  on  file. 

On  motion  of  Wm.  Thorp,  it  was  moved  to  accept  the  reports  of  the 
President  and  those  accompanying  it.  Carried. 

On  motion  of  C.  R.  Hunt,  it  was 

Resolved,  That  we  approve  of  the  report  of  the  President  of  this 
Company  relative  to  its  affairs  at  this  time  presented,  and  order  the  same 
to  be  printed,  and  at  the  same  time  tender  our  thanks  for  the  energy 
and  fidelity  with  which  the  Officers  and  Directors  have  discharged  their 
respective  duties,  and  fully  approve  the  same  as  spread  out  in  the  Presi- 
dent’s report  and  upon  the  minutes  of  the  Company. 

On  motion  of  M.  Kent,  it  was 

Resolved , That  they  now  proceed  with  the  election  of  twenty- one 
Directors  for  the  ensuing  year. 

The  polls  were  then  opened,  and  after  all  the  stockholders  had  been 
given  an  opportunity  to  vote,  the  polls  were  closed  at  4 P.  M.,  and  the 
result  declared  as  follows  : — 

We,  the  undersigned,  Inspectors  of  an  election  of  the  stockholders 
of  the  Atlantic  & Great  Western  Railway  Company  (Consolidated)  for 
the  election  of  Directors  of  said  Company  for  the  ensuing  year,  and  for 
three  Inspectors  of  the  next  election,  held  on  .Tuesday,  the  8th  day  of 
January,  A.  D.  1867,  at  the  office  of  said  Company,  in  the  City  of 
Meadville,  County  of  Crawford  and  State  of  Pennsylvania,  being  the 
annual  election  of  Directors  of  said  Company,  public  notice  thereof  hav- 
ing been  given  in  accordance  with  the  provisions  of  the  Articles  of 


36 


Consolidation  of  said  Company,  and  the  polls  having  been  open  from  2 
P.  M.  to  4 P.  M.,  and  on  closing  the  polls  (all  the  stockholders  having 
had  an  opportunity  to  vote)  and  carefully  enumerating  and  adding  the 
votes  therein  contained,  do  hereby  certify , that  at  the-  said  election  the 
following  are  the  persons  elected  as  Directors  for  the  ensuing  year,  viz  : 


S.  S.  L’HOMMEDIEU 

S.  L’HOMMEDIEU 

J.  J.  SHRYOCK 

T.  W.  KENNARD 

MARVIN  KENT 

J.  W.  TYLER 

JACOB  RIBLET 

E.  P.  BRAINERD 

JOHN  HOWARD 

Hon.  JOHN  SHERMAN 

Hon.  GAYLORD  CHURCH 

Hon.  JOHN  DICK 

WILLIAM  THORP 

CHARLES  DAY 

HENRY  MARTIN 

GEORGE  R.  BABCOCK 

A.  F.  ALLEN 

ROBERT  H.  BERDELL 

BEACH  VANDERPOOL 

JOHN  GARDNER 

CHARLES  E.  E.  BLAKESLEY.  . . . 


Cincinnati,  Ohio. 
New  York  City. 
Meadville,  Pa. 

New  York  City. 
Kent,  Ohio. 
Warren,  Ohio. 
Galion,  Ohio. 
Ravenna,  Ohio. 
Dayton,  Ohio. 
Mansfield,  Ohio. 
Meadville,  Pa. 
Meadville,  Pa. 
Meadville,  Pa. 
Buffalo,  New  York. 
Buffalo,  New  York. 
Buffalo,  New  York. 
Jamestown,  N.  Y. 
New  York  City. 
New  York  City. 
New  York  City. 
New  York  City. 


And  that  the  following  named  persons  are  elected  as  Inspectors  to 
serve  at  the  next  annual  election,  viz  — 


J.  R.  DICK#  O.  HASTINGS, 

J.  M.  DICK. 


In  Testimony  Whereof,  we,  the  Inspectors  of  the  said  election, 
have  hereunto  set  our  hands  and  seals  this  eighth  day  of  January,  A.  D. 


1867. 


i 


Adjourned. 


J.  R.  DICK, 

0.  HASTINGS, 
J.  M.  DICK, 


SEAL.  | 4 

seal.]  > Inspectors. 

SEAL.]  ) 


PRESIDENT’S  REPORT 


Atlantic  & Great  Western  Railway, 
President’s  Office, 

January  1,  1867. 


To  the  Hond  and  Shareholders  : 

Gentlemen: — Since  my  last  annual  report,  the  By-Laws  of  this 
Company  have  been  amended  for  the  purpose  of  closing  the  fiscal  year 
on  October  31st.  This  change  has  been  made  to  enable  the  Auditor  to 
have  all  his  accounts  closed,  and  full  and  complete  reports  made  for 
your  annual  meeting  in  the  month  of  January.  Owing  to  this  change, 
the  accompanying  reports  represent  the  business  of  your  road  for  only 
ten  months. 

The  gross  earnings  for  the  ten  months,  compared  with  the  same 
months  of  1865,  show  an  increase  of  $218,762  48.  This  amount  is 
short  of  our  estimate  made  for  the  business  of  the  period  named. 

Our  passenger  traffic  has  fallen  far  below  our  expectations,  both 
local  and  through.  The  stagnation  of  business  following  the  close  of 
the  war — the  prevalence  of  cholera  in  our  country — the  interruption  of 
our  roads  by  floods  unprecedented,  have  most  seriously  affected  the  local 
passenger  business  oh  most  of  our  western  roads,  amounting  to  an  aver- 
age of  30  per  cent,,  and  in  some  cases  as  high  as  40  per  cent.  By 
reference  to  the  reports  of  your  Auditor  you  will  find  our  passenger 
receipts  have  decreased  $178,959  31  in  1866.  Your  road  has  lost  from 
local  causes  that  have  not  materially  affected  other  roads.  The  great 
excitement  and  speculation  in  the  oil  regions  during  the  year  1864-5, 
was  the  source  of  an  immense  travel  to  and  from  that  section.  This 
excitement  passed  away  early  last  year,  and  with  it  the  large  amount  of 
travel.  The  opening  of  new  lines  of  railroads  to  that  region  has  also 
divided  the  lesser  amount  of  travel.  The  local  travel  on  other  portions 
of  your  road  has  increased,  and  bids  fair  to  continue  to  do  so. 

Our  estimate  for  through  travel  was  based  on  the  expectation  that 
the  Buffalo  Extension  would  be  completed  early  in  the  past  season. 
The  importance  of  this  connection,  for  both  passengers  and  freight,  must 
be  apparent  to  all.  As  yet  our  through  passenger  business  is  confined 
mainly  to  one  line  between  New  York  City  and  the  west.  We  have 
no  line  that  connects  us  with  Buffalo,  Niagara,  Canada,  the  great  and 
populous  portion  of  the  State  of  New  York,  and  with  the  New  England 
States.  Nor  have  we  any  fair  connection  by  which  we  can  reach  either 


38 


Baltimore  or  Washington.  We  are  confined  to  one  great  city  in  the 
east,  from  and  to  which  we  have  had  the  larger  share  of  passengers ; but 
the  travel  to  and  from  New  York  City  is  small  compared  to  that  of  the 
country  named. 

Our  freight  earnings  amount  to  $3,478,915  83.  This  shows  an 
increase  of  $335,390  55  over  the  same  months  of  1865.  Our  tonnage 
shows  an  increase  of  366,578  tons — almost  50  per  cent.  Had  we 
obtained  the  same  average  price  per  ton  (which  was  in  1865  $3  70  and 
in  1866  $2  87)  our  estimates  would  have  been  fully  realized.  The 
great  reduction  in  price  of  freights  was  occasioned  by  the  opening  of 
new  roads  to  the  oil  regions,  and  by  the  resumption  of  competion  on  the 
part  of  the  Baltimore  and  Ohio  road  and  the  Coast  route,  which  h&d 
been  previously  suspended  by  the  war  of  rebellion. 

It  should  be  a source  of  gratification  to  all  interested  in  our  Com- 
pany to  find  this  great  increase  of  tonnage.  It  proves  the  location  a 
success,  enabling  our  road  to  compete  favorably  with  all  the  great  trunk 
lines  of  this  country.  With  only  one  connection  in  the  south-west,  of 
the  same  gauge,  it  was  generally  supposed  your  tonnage  would  have 
been  much  less  than  it  has  proven.  The  prompt  manner  in  which 
freights  have  been  carried,  without  delay  or  transhipment  at  any  point, 
both  by  the  Erie  and  A.  & G-.  W.  K/y,  has  given  the  line  a reputation, 
that  has  secured  a great  increase  of  through  freights  the  past  year, 
and  the  volume  will  doubtless  continue  to  swell. 

Our  transportation  expenses  this  year  amount  to  72^  per  cent,  of 
our  gross  earnings.  Last  year  they  were  63^  per  cent.  The  cause  of 
this  will  readily  be  seen.  The  extra  number  of  tons  moved  could  not 
be  done  with  the  same  number  of  trains.  Men  and  supplies  were  from 
necessity  increased,  and  the  price  of  both  was  quite  as  much  as  last  year. 
Had  there  been  a corresponding  reduction  in  the  cost  of  men  and  sup- 
plies with  the‘  reduction  in  rates  of  transportation,  our  net  earnings 
would  no  doubt  have  proven  highly  satisfactory.  The  present  stagna- 
tion in  eastern  markets  indicates  a material  decline  in  the  expenses  of 
living,  and  in  the  cost  of  both  labor  and  supplies,  the  coming  year. 

Arrangements  recently  completed  between  the  Erie,  and  A.  & G. 
W.,  and  0.  H.  & D.,  and  Ohio  & Mississippi  Cos.,  by  which  the  several 
roads  are  to  be  operated  as  one  great  through  freight  line,  from  New 
York  to  St.  Louis,  will  largely  increase  our  through  traffic  the  ensuing 
year,  and  give  still  greater  satisfaction  to  the  business  public.  And 
here  it  may  not  be  out  of  place  to  say  that  the  relations  now  existing 
between  the  several  companies  owning  the  broad  gauge  roads  of  our 
country,  are  of  the  most  friendly  character ; and  there  is  a proper  appre- 
ciation on  the  part  of  all  of  the  great  importance  of  unity  of  feeling  and 
action. 

Our  local  freight  business  bids  fair  for  a large  increase.  The  build- 
ing of  a number  of  furnaces — the  opening  of  new  coal  fields,  and  the 
general  improvement  of  the  country,  on  your  line,  will  certainly  give 
you  a largely  increased  traffic.*  It  has  been  the  policy  of  the  Company 
to  encourage  manufactures  at  all  points  on  the  line  for  the  past  two 
years ; and  as  an  instance  of  the  good  effect  of  such  a policy,  we  may 
mention  that  in  the  city  of  Cleveland,  in  the  year  1864,  there  were  but 
five  refineries  of  petroleum  on  our  line ; now  they  number  forty-six  and 


39 


consumed  474,132  barrels  of  crude  oil  during  the  ten  months  ending 
October  31st  last. 

The  extension  of  your  line  into  Oil  City,  referred  to  in  the  Superin- 
tendent's report,  has  largely  increased  the  oil  traffic  on  the  Franklin 
Branch,  and  it  has  enabled  you  to  get  your  proportion  of  the  increased 
shipment,  which  for  the  ten  months  of  1866,  amounts  to  609,932  barrels 
over  1865,  and  634,655  over  the  year  1864. 

This  important  branch  of  your  business  has  attracted  the  attention 
of  the  managers  of  the  New  York  Central  and  Pennsylvania  Central 
roads,  and  they  are  now  making  large  expenditures  for  the  purpose  of 
dividing  this  traffic,  of  which  you  have  heretofore  had  so  large  a propor- 
tion. With  our  present  arrangements  we  confidently  expect  to  retain  a 
full  share. 

The  improvements  on  your  line,  contemplated  at  the  commencement 
of  the  year,  in  filling  trestles,  putting  in  stone  piers  in  place  of  those  of 
wood,  etc.,  and  completing  such  buildings  as  were  thought  necessary  to 
enable  the  road  to  be  worked  with  greater  economy,  have  had  to  be 
principally  suspended.  Only  such  expenditures  as  could  not  be  avoided 
without  great  loss  have  been  made.  Orders  were  given  early  in  the 
season  for  such  materials  as  were  expected  to  be  used  in  the  construction 
of  the  buildings,  but  were  countermanded  as  soon  as  we  were  informed 
by  your  Financial  Agent,  in  London,  that  means  to  pay  for  the  same 
could  not  be  provided  for  months  to  come.  A small  portion  of  the 
orders  had  been  filled,  and  were  paid  for  out  of  the  earnings  instead  of 
the  capital,  as  was  originally  intended. 

The  financial  panic  in  England  deprived  us  of  not  only  what  was 
required  to  put  your  main  line  in  complete  working  order,  but  also  de- 
feated the  completion  of  the  branches  to  Buffalo  and  New  Lisbon,  which, 
when  completed,  must  so  largely  increase  your  earnings  both  from  pas- 
sengers and  freights. 

The  consolidated  bonds  and  shares  authorized,  were,  under  direction 
of  your  Board,  issued  and  forwarded  to  Trustees  in  London,  appointed 
by  your  Board,  a part  of  which  were  held  by  said  Trustees  for  the  pur- 
pose of  exchanging  for  the  State  or  divisional  bonds.  Of  these  divisional 
bonds  $3,257,100  have  been  cancelled  and  returned  to  your  Treasurer. 
The  remainder  of  the  bonds  in  the  hands  of  your  Trustees,  after  pro- 
viding for  the  divisional  bonds,  were  deemed  sufficient  to  pay  the  balance 
due  Mr.  James  McHenry  for  work  done  and  complete  the  main  line 
and  branches,  and  were  to  be  used  for  that  purpose  solely. 

A proposition  was  made  to  our  Company,  through  the  Chairman  of 
the  Board  of  Control  in  London,  that  Mr.  James  McHenry  complete  the 
main  line  and  branches,  for  the  remaining  securities  of  the  Company, 
then  in  the  hands  of  said  Trustees.  This  proposition  was  agreed  to, 
and  a contract  ordered  to  be  drawn  up  by  the  Solicitor  of  the  Company. 
The  contract,  however,  has  not  yet  been  executed,  nor  any  of  the  work 
since  performed,  except  a small  portion  on  the  main  line  in  the  early 
part  of  last  year. 

The  amount  expended  on  construction  has  been  principally  paid  out 
of  the  earnings,  and  the  remainder  of  the  net  has  been  used  in  paying 
coupons  here,  and  forwarded  to  London  for  a like  purpose. 


40 


By  reference  to  the  report  of  your  Superintendent  it  will  be  seen 
that  the  amount  of  work  required  to  be  done  will  consume  a large  part 
of  the  net  earnings  of  the  road  for  the  ensuing  year  or  two,  unless  the 
amount  can  be  derived  from  your  capital  account.  No  report  has  been 
furnished  by  the  Board  of  Control,  or  by  your  Financial  Agent,  that  will 
enable  us  to  say  what  can  be  realized  for  this  purpose  out  of  the  re- 
maining securities.  Should  you  not  be  able  to  realize  from  this  source, 
then  your  net  earnings  should  be  used  to  complete  what  is  essential  to 
be  done,  in  order  to  work  the  road  to  the  best  advantage,  and  to  develop 
fully  its  traffic  and  thereby  give  greater  value  to  its  securities. 

Respectfully  submitted. 

S.  S.  I/Hommedieu, 

President. 


AUDITOR’S  REPORT 


Atlantic  & Great  Western  Railway  Co., 
Audit  Oeeice, 

Meadville,  Pa.,  December  31,  1866. 

V 

2o  the  'President  and  Directors  of  the 

Atlantic  & Great  Western  Pailway  Co.  : 

I submit  the  following  abstract,  showing  the  earnings  and  expenses 
of  the  Road  during  the  ten  months  ending  the  31st  of  October  last : 

ABSTRACT  OF  RECEIPTS  AND  EXPENSES  FOR  THE  TEN 
MONTHS  ENDING  OCTOBER  31,  1866. 

RECEIPTS  : 


From  Freights $3,478,915  83 

Passengers 1,257,266  77 

“ Engine  and  Car  service 81,439  20 

“ Rents 15,868  06 

$4,833,489  86 

Average  earning  per  week,  $111,114  71 
Number  of  miles  operated,  507. 

Average  earnings  per  mile  per  week,  $219  16 


EXPENSES  : 

Total  working  expenses,  (72x0  per  cent.) 3,522,460  23 

Balance* 1,311,029  63 

Payments  not  chargeable  as  working  expenses : 

Rent  of  leased  railway... $265,860  00 

Exchange  and  interest  and  profit 

and  loss 16,296  20 

Interest  on  stock  and  bonds  and 

exchange  on  coupons 1,833,309  29 

2,115,465  49 


6 


Net  deficit 


$804,435  86 


42 


Net  revenue,  1862 
“ “ 1863 

“ “ 1864 

“ " 1865 


$179,234  71 
410,919  88 
992,460  07 
1,593,977  67 


3,176,592  33 


Balance  net  revenue  to  Oct.  31, 1866 $2,372,156  47 


The  above  amount  is  represented  by  the  following  : 


Cash  in  bands  of  Treasurer  and  Paymasters, 
u tl  Gurney,  Kennard  & Mozley 

and  the  Mechanics’  National  Bank 

of  N.  Y.  to  pay  coupons 

Materials  in  General  Supply 


Store $315,139  22 

Materials  in  Department  of  M. 

P.  & M 397,407  90 

Materials  in  Stationery  Store,  28,096  15 


Balance  due  from  Station  Agents 

Balance  of  capital  and  unsettled  general 
accounts  on  the  general  ledger,  (being 
those  marked  thus  [i]  on  the  general 
balance  sheet,  account  No.  3,) 


$159,736  19 
1,314,687  45 

740,643  27 
77,554  19  1 

79,535  37 

$2,372,156  47 


The  business  of  the  last  fiscal  year  (comprising  only  ten  months)  as 
compared  with  that  of  1865,  is  as  follows  : 

For  the  year  1865  : 

Earnings,  $5,825,335  18.  Working  expenses,  $3,686,033  00,  or 
63^  per  cent. 

For  the  year  1866  (ten  months,  to  Oct.  31,)  : 

Earnings,  $4,833,489  86.  Working  expenses,  $3,522,460  23,  or 
72J,  per  cent. 

For  the  ten  months  (January  to  October)  of  1865,  the  earnings  from 
freight  and  passengers  were  as  follows  : 

Freight,  831,959  tons,  $3,083,320  11,  or  $3  70  per  ton. 

Passengers,  847,608,  $1,291,476  61,  or  $1  52  per  passenger. 

For  the  ten  months  (January  to  October)  of  1866,  the  earnings  from 
the  same  sources,  as  per  tables  1 and  3,  have  been  : 

Freight,  1,198,537  tons,  $3,437,897  25,  or  $2  87  per  ton. 
Passengers,  742,077 ; $1,112,517  30,  or  $1  50  per  passenger. 

The  freight  traffic  shows  a large  increase  (366,578  tons)  in  the  ton- 
nage carried  during  the  last  ten  months,  while  the  average  rate  per  ton 
is  very  much  lower.  Had  the  same  rates  been  received  during  the  past 


43 


year,  as  during  the  year  previous,  the  freight  earnings  would  have  been 
increased  by  about  $1,000,000. 

In  the  passenger  traffic,  however,  the  average  rate  per  passenger  is 
about  constant,  while  the  amount  of  travel  has  diminished,  being  less 
than  in  1865  by  105,531  passengers.  Had  this  traffic  continued  as 
large  as  in  the  previous  year,  the  revenue  would  have  been  additionally 
increased  by  about  $150,000. 

Had  this  additional  revenue  been  realized,  the  earnings  would  have 
been  sufficient  to  meet  all  payments  properly  chargeable  to  the  revenue 
account,  such  as  bonded  interest,  operating  expenses,  rents  of  leased 
lines,  etc.,  as  a reference  to  the  revenue  account,  appended  hereto, 
shows  a deficit  of  $804,435  86,  while  the  estimated  increase,  as  above, 
would  have  amounted  to  about  $1,150,000. 

Had  this  additional  amount  of  earnings  been  realized,  the  operating 
expenses  would  have  been  reduced  to  about  60  percent.,  as  the  expenses 
would  not  have  been  increased  above  the  present  amount,  the  supposed 
increase  of  earnings  being  from  increased  rates  and  not  from  any  increase 
over  the  actual  tonnage  moved. 

The  capital  accounts  remain  much  as  when  the  last  report  was  made 
at  the  close  of  1865. 


Thertotal  cost  of  line  to  Oct.  31st,  1866,  was $56,357,560  15 

“ “ “ “ Dec.  31,  1865, 56,797,275  91 


Decrease $439,715  76 


This  decrease  has  arisen  from  the  correction  of  various  small  errors 
which  have  been  detected  in  the  settlement  made  with  the  contractor  to 
October  1, 1865,  as  well  as  in  the  amounts  charged  to  construction  direct 
by  the  several  companies  prior  to  the  consolidation. 

Since  October  1st,  1865,  the  date  of  the  last  settlement  with  the 
contractor,  there  has  been  expended  on  the  road  in  labor  and  materials 
$1,776,151  35,  which  has  been  charged  to  James  McHenry's  construc- 
tion account. 

The  following  is  a condensed  statement  of  the  accounts  of  James 
McHenry,  contractor,  on  the  31st  of  October  last : 


James  McHenry, 

In  account  with  the  Atlantic  & Great  Western  Railway  Co. 


1866  Or. 

Oct.  31.  By  balance  of  account  for  cost  of  line $24,906,915  23 

“ “ general  account 374,092  69 

“ “ coupon  “ _ 393,027  00 


$25,674,034  92 


44 


I860  Dr. 

Oct.  31.  To  balance  of  construction  ac’t  SI, 458, 200  46 
“ Consolidated  capital  stock . . 8,000,000  00 

“ “ bonds.. 6,000,000  00 

il  Ffanklin  Branch  Bonds 465,000  00 

“ Buffalo  Ex.  stock  and  bonds  5,252.000  00 

21,175,200  46 


Balance  favor  of  Mr.  McHenry 4,498,834  46 

Consolidated  bonds  held  (as  agent  and  attorney)  by 

Mr.  McHenry 8,384,000  00 


Difference  favor  of  Company S3, 885, 165  54 

The  capital  stock  of  the  Company  is  fixed  at $30,000,000  00 

And  of  this  there  has  been  disposed  of  as  per  Table  on 

page  31  of  this  report ....  29,564,405  26 

Leaving  to  be  issued 435,594  74 

The  first  and  second  mortgage  bonds  of  the  different 
companies  and  branches  outstanding  on  the  31st 

December  1865,  was $15,616,065  00 

The  amount  now  outstanding  (Ofct.  31,  1866,)  is 12,894,900  00 


Balance,  being  amount  cancelled  and  converted  into 

consolidated  bonds $2,721,165  00 


Of  this  amount  there  has  been  converted  into  consolidated 


bonds  the  following : 

N.  Y.  Division,  1st  mortgage $84,000 

“ “ 2d  “ 32,500 

Pennsylvania,  1st  u 348,500 

“ 2d  “ 213,900 

Franklin  Branch,  1st  mortgage 116,000 

Ohio  1st  mortgage 259,100 

‘‘  2d  “ 1,347,000 

Buffalo  Extension,  1st  mortgage 220,000 

Silver  Creek  Branch,  1st  “ 100,000 


2,721,000 


And  there  has  been  returned  and  cancelled 

New  York  Division  2d  mortgage  scrip. . 165 

$2,721,165  00 


Of  the  consolidated  mortgage  bonds,  there  had 

been  issued  to  Oct.  31,  1866 $17,105,000  00 

And  there  was  in  trust,  to  redeem  the  above, 

Divisional  bonds 12,895,000  00 


$30,000,000  00 


45 


The  total  amount  of  mortgage  bonds,  outstanding  on 
the  31st  Oct.,  1866,  is,  as  above, 

First  and  second  mortgages  of  the  several  divisions $12,894,900  GO 

Consolidated  mortgage  bonds 17,105,000  00 


$29,999,900  00 


The  above  difference  of  $100  between  the  divisional  bonds  outstand- 
ing and  the  consolidated  bonds  held  to  redeem  the  same  arises  from  the 
existence  of  $100  bonds  among  the  divisions  while  no  consolidated  bonds 
•were  issued  for  less  than  $500.  At  the  time  of  the  first  cancellation  of 
Pennsylvania  2d  mortgage  bonds,  one  bond  of  $100  was  cancelled,  for 
which  no  consolidated  bond  could  be  issued. 

At  the  time  of  the  consolidation  of  the  companies,  many  unadjusted 
accounts  with  land  agents,  collectors  of  stock  subscriptions,  etc,,  passed 
into  my  hands,  and  I have  to  report  very  satisfactory  progress  in  the 
settlement  of  these,  during  the  past  year.  Some  are  stili  unadjusted,  or 
in  progress  of  settlement,  but  the  larger  portion  have  been  finally 
adjusted  and  closed. 

The  number  of  passengers  earned  during  the  ten  months  was  742,077, 
producing  a revenue  of  $1,112,517  30. 

The  total  miles  travelled  by  this  number  of  passengers  was  33,790,- 
988,  or  an  average  of  3^  cents  per  mile  per  passenger. 

The  character  and  direction  of  the  passenger  travel  were  as  follows  : 

Eastward  bound,  through  passengers 59,974 

do.  do.  way  do.  311,243 

Westward  bound,  through  do  58,249 

do.  do.  way  do.  312,611 

742,077 

Total  through  passengers 118,223 

way  do.  623,854 

742,077 

Total  eastward  bound  passengers  __  371,217 

do.  westward  do.  do.  370,860 

742,07*1 

From  this  it  will  be  seen  that  while  the  travel  eastward  and  westward 
5 very  nearly  equal,  the  through  travel  is  comparatively  small,  being 
nly  16  per  cent,  of  the  total  travel  and  19  per  cent,  of  the  way  travel. 

In  the  through  travel,  65,784  passengers  were  received  from  othei 
ailways  the  balance,  52,439  passengers,  started  from  points  on  this 
oad  and  passed  on  to  other  roads. 

In  the  way  travel  394,362  passengers,  yielding  $454,987  95,  pro- 
tired  tickets  at  the  various  stations  before  taking  the  cars,  and  229,492 
assengers,  yielding  $151,968  15,  paid  their  fare  to  conductors.  The 
onductors  thus  receiving  fare  from  37  per  cent,  of  all  the  way  travel 
id  collecting  25  per  cent,  of  the  total  revenue  from  this  source. 

The  following  are  the  names  of  the  principal  roads  from  which 
assengers  were  received,  and  the  number  of  passengers  from  each  : 


46 


Erie  Railway 31,117  $177,285  70 

Pittsburgh,  Fort  Wayne  & Chicago. .. . ....  13,378  36,331  51 

Erie  & Pittsburgh 3,886  6,655  28 

Oil  Creek 3,177  19,014  15 

Philadelphia  & Erie 2,683  4,922  30 

Mich.  So.  & Nor.  Ind 1,862  8,426  28 

Ohio  & Mississippi 1,124  12,064  90 

Pennsylvania — 1,055  2,886  79 

Sundry  roads,  as  per  details  of  Table  2 — . 7,502  51,014  04 


65,784  $318,600  95 


The  number  of  tons  of  freight  forwarded  during  the  ten  months 
was  1,198,537,  producing  $3,437,897  25.  This  tonnage  was  moved 
125,286,364  miles,  or  an  average  of  2^  cents  per  mile  per  ton. 

The  character  and  direction  of  this  freight  traffic  were  as  follows  : — 


Eastward  bound  through 

84,963 

tons. 

do.  way  

414,132 

do. 

Westward  bound  through 

91,570 

do. 

do.  way  - 

607,872 

do. 

1,198,537 

tons. 

Total  through  freight 

176,533 

tons. 

do.  way  do.  

1,022,004 

do. 

1,198,537 

tons. 

Total  eastward  bound 

499,095 

tons. 

do.  westward  do 

699,442 

do. 

1,198,537 

tons. 

From  the  above  we  see  that  on  eastward  bound  freights,  the  through 
freight  is  17  per  cent,  of  the  total,  and  on  westward  bound  it  is  13  per 
cent.  On  the  total  freight  traffic  the  through  freight  is  15  per  cent,  of 
the  total  tonnage. 

Of  the  total  tonnage  forwarded  354,319  tons  was  delivered  to  us  by 
other  transportation  companies,  the  balance,  844,218  tons,  being  derived 
from  the  section  of  country  immediately  adjoining  the  road. 

The  following  are  the  roads  from  which  freight  was  received,  and 
the  amount  from  each  : 

Erie  Railway - 142,823 

Oil  Creek - 101,182 

Cin.,  Ham.  & Dayton 51,624 

Reno,  Oil  Creek  & Pithole  — 9,468 

Cleveland  & Toledo >. 9,413 

Erie  & Pittsburgh 9,278 

Col.  & Ind.  Central 

Bellefontaine - 

Pa.  & Ohio  Canal — 

Phil.  & Erie  Ry - 

Sundry  roads,  as  per  details  of  Table  5 . . 


142,823 

tons. 

$822,098 

21 

101,182 

do. 

419.031 

39 

51,624 

do. 

455,357 

58 

9,468 

do. 

53,259 

91 

9,413 

do. 

30,899 

56 

9,278 

do. 

24,432 

20 

8,398 

do. 

30,560 

99 

2,756 

do. 

11,555 

78 

2,595 

do. 

5,042 

65 

2,354 

do. 

6,790 

61 

14,428 

do. 

68,309 

07 

354,319 

tons. 

$1,927,337 

95 

47 


The  number  of  barrels  of  petroleum  (both  crude  and  refined)  for- 
warded was  as  follows  : 

Shipped  eastward 730,531  barrels. 

Shipped  westward 492,306  barrels. 

Total 1,222,837  barrels. 


The  revenue  from  this  traffic  was  $932,490  46,  or  an  average  rate 
of  76  cents  per  barrel. 

During  the  year  ending  Dec.  31st,  1865,  (twelve  months,)  the  num- 
ber of  barrels  shipped  was  784,032,  yielding  a revenue  of  $844,886  42, 
or  an  average  of  $1  08  per  barrel. 

The  average  monthly  shipments,  during  the  ten  months  of  1866,  was 
122,284  barrels.  During  the  twelve  months  of  1865,  the  average  was 
65,336  barrels.  Showing  an  average  increase  per  month  in  1866  over 
1865  of  56,948  barrels. 

The  classification  of  the  freight  forwarded  during  the  ten  months 
ending  Oct.  31,  1866,  is  as  follows  : — 


Lumber 

..  71,454,513  pounds. 

$47,313 

35 

Other  products  of  the  forest. 

..  22,943,967 

do. 

14,628 

22 

Live  stock 

..  15,518,495 

do. 

49,726 

66 

Products  of  animals 

..  38,748,508 

do. 

103,172 

26 

Flour  and  grain 

. . 154,075,444 

do. 

302,129 

02 

Other  vegetable  food 

..  13,547,119 

do. 

33,547 

95 

Agricultural  products 

38,951,618 

do. 

89,313 

08 

Spirits,  leather  and  salt 

..  15,278,164 

do. 

31,720 

07 

Manufactured  articles 

--  218,487,828 

do. 

378,174 

80 

Merchandise 

..  182,197,121 

do. 

541,701 

98 

Mineral  coal 

..  834,438,950 

do. 

393,564 

21 

Iron  and  other  ores 

..  207,384,157 

do. 

136,065 

93 

Crude  petroleum _ 

. . 313,664,415 

do. 

709,116 

77 

Miscellaneous 

..  270,384,218 

do. 

607,722 

95 

Total 

2,397,074,517  pounds. 

$3,437,897 

25 

Or 


1,198,537  tons. 


Very  respectfully, 


J.  O.  Calhoun, 

Auditor. 


. 


' 


,<  4 


/ ^ . > 

. 


GENERAL  SUPERINTENDENT’S  REPORT. 


General  Superintendent’s  Office, 
A.  & G.  W.  Railway, 
Meadville,  October  31st,  1866. 


S.  S.  L’Hommedieu,  Esq., 

President. 

Dear  Sir  : — In  accordance  with  the  by-laws  of  this  Company,  I have 
the  honor  to  submit  the  following  report  of  the  several  departments  under 
my  charge,  showing  the  business  and  condition  of  the  road  for  the  ten 
months  ending  October  31st,  1866. 

COMPARISON  OF  BUSINESS  FOR  1866  AND  1865. 

Statement  showing  the  earnings  and  expenses  of  running  the  road 
for  the  ten  months  ending  October  31st  1866,  compared  with  the  cor- 
responding period  in  the  year  1865,  viz  : 

1866.  Earnings. $4,833,489  86 

Expenses. 3,522,460  23 

Net  Earnings $1,311,029  63 

1865.  Earnings $4,614,727  38 

Expenses 2,804,474  38 


Net  Earnings $1,810,253  00 

The  expenses  in  1865  were  63io  per  cent  of  the  gross  earnings.  The 
expenses  in  1866,  were  72^  per  cent,  of  the  gross  earnings. 

The  total  number  of  passengers  carried  during  the  year  1865,  was 
847,608,  giving  a revenue  of  $1,291,476  61,  or  an  average  fare  per 
passenger  of  $1  52. 

In  the  year  1866  the  total  number  of  passengers  carried  has  been 
742,077,  giving  a revenue  of  $1,112,517  30,  or  an  average  from  each 
passenger  of  $1  50. 

In  consequence  of  this  dimunition  of  passenger  business,  being  a 
a decrease  in  1866  of  105,530  passengers,  compared  with  the  number 
carried  in  1865,  the  earnings  have  suffered  a proportional  decrease  of 
$178,959  31,  the  rate  per  passenger  being  about  the  same,  while  the 
7 


50 


expense  of  running  the  passenger  trains  has  been  as  heavy  as  during 
the  year  1865. 

The  totai  tonnage  of  freight  carried  in  the  year  1865,  was  831,959 
tons,  giving  a revenue  of  $3,083,320  11,  or  an  average  rate  per  ton  of 
$3  70. 

In  the  year  1866  the  tonnage  has  been  1,198,537  tons,  giving  a 
revenue  of  $3,437,897  25,  or  an  average  rate  per  ton  of  $2  87. 

If  the  rate  per  ton  for  1866  had  been  as  high  as  for  1865,  or  $3  70  per 
ton,  the  revenue  from  1,198,537  tons  would  have  been  $4,434,586  90, 
instead  of  $3,437,897  25. 

The  operating  expenses  in  1865  were  63^  per  cent,  of  the  earnings 
on  the  freight  traffic  of  $3,083,320  11,  this  would  amount  to  $1,951,- 
741  63,  which  may  be  taken  as  the  cost  of  moving  the  831,959  tons  of 
freight. 

At  the  same  ratio  of  expenses  the  cost  of  moving  1,198,537  tons 
(the  traffic  of  1866,)  would  be  $2,798,369.  The  actual  cost  72&  per 
cent,  of  earnings  has  been  $2,502,789  19. 

FREIGHT  TRAFFIC  AND  PROSPECTS. 

In  regard  to  the  freight  traffic  during  the  ten  months  ending  Octo- 
ber 31,  1866,  I would  say  the  through  freights  transported  during  the 
above  mentioned  time,  with  the  exception  of  one  month,  (February,) 
show  a large  increase  over  the  corresponding  time  of  last  year,  especially 
during  the  months  of  September  and  October,  amounting  to  $40,000 
more  on  each  of  these  months.  The  through  freight  business  westward 
has  been  constantly  on  the  increase  owing  to  the  fact  of  rapid  transit 
given  to  the  merchandise.  I can  safely  say,  no  other  line  of  road  has  so 
regularly  made  the  time  that  this  has.  This  class  of  business,  as  well 
as  the  coal  traffic,  could  be  largely  increased  by  placing  more  rolling 
stock  upon  the  line.  The  coal  traffic,  especially,  could  be  doubled  if 
we  had  a sufficient  number  of  cars.  The  large  trade  had  with  the  oil 
regions,  of  supplies  of  various  kinds,  particularly  building  materials, 
grain  and  feed,  has  fallen  off.  Building  towns  has  in  a great  measure 
ceased,  and  the  large  number  of  teams  (consuming  30,000  bushels  of 
grain  per  month,)  are  not  now  in  service,  pipe  lines  and  new  railroads 
having  taken  their  place  in  the  transportation  of  oil.  The  general  local 
freight  business  of  the  line  is  on  the  increase. 

The  oil  trade,  notwithstanding  the  sharp  competition  which  we  have 
had  for  it  with  the  Allegheny  river  and  new  railroads  connecting  with 
other  lines  than  this,  and  which  have  been  opened  during  the  year,  has 
been  good. 

The  Company  transported  from  January  1st  to  October  31st,  1866, 
1,222,837  barrels,  against  612,905  barrels  during  the  same  period  last 
year.  The  direction  of  this  oil  is  as  follows  : 

Westward  from  Corry  and  the  Oil  City  Branch  to  Cleveland,  492,306  brls. 
Eastward  from  the  same  points  to  Salamanca 730,531  “ 

Total  number  barrels  transported  as  above 1,222,837 


51 


Kates  of  freight  collected  on  this  to  Cleveland  for  140  and  154  miles, 
and  eastward  from  Corry  for  60  miles,  have  been  four  dollars  per  ton, 
and  eastward  from  Oil  City,  134  miles,  nine  dollars  per  ton. 

The  live  stock  trade  which  may  be  considered  as  through  business, 
has  been  of  a very  limited  character,  owing  to  the  want  of  cars.  There 
are  two  hundred  cars  in  this  trade,  there  should  be  at  least  one  thousand, 
as  the  shippers  will  not  ship  unless  they  can  depend  on  getting  cars 
promptly. 


CONDITION  OF  THE  TRACK,  ROADWAY  AND  STRUCTURES,  AND  FUTURE 

REQUIREMENTS. 


The  expenses  for  keeping  the  track  and  roadway  in  repair  for  the 
ten  months  ending  October  31,  1866,  have  been  as  follows  : 


Repairs  of  roadway 

do.  track 

do.  fences  and  gates 

Repairs  of  truss  bridges  — 

do.  fr’t  & gass.wood  & water  station 
do.  eng.&  car  houses  & m.  & w.  shops 
do.  rented  structures... * 


$49,237  17 
462,938  16 
7,975  85 

$520,151  18 

$13,847  41 
20,070  20 
9,397  84 
398  94 

— 43,714  39 


$563,865  57 


The  following  is  the  condition  of  the  track  and  roadway,  the  details 
of  which  have  been  furnished  by  Mr.  D.  C.  Coolman,  Resident  Engi- 
neer of  the  line,  at  the  termination  of  the  past  fiscal  year,  and  their 
requirements  for  that  ensuing. 

The  First  Division  extending  from  Salamanca  to  Meadville,  102 } 
miles,  still  requires  considerable  repairs,  although  greatly  improved 
during  the  year.  Owing  to  the  very  temporary  manner  in  which  parts 
of  the  road  were  constructed,  the  destruction  of  the  permanent  way  has 
been  much  greater,  requiring  almost  a total  renewal  of  the  track  material 
and  substitution  of  permanent  structures  for  temporary  ones.  < 

There  has  been  expended  on  this  division  in  material  for  the  past 
year  100,575  cross  ties,  879  tons  (or  ten  miles)  of  rerolled  iron.  Four 
new  Howe  Bridges  260  feet  in  the  aggregate.  Three  arch  culverts, 
seven  bridge  abutments  and  piers,  twenty-seven  box  or  rectangular  cul- 
verts, 20,000  yards  of  ballast,  one  permanent  depot  constructed  by  the 
company  and  two  by  the  liberality  of  the  citizens  at  Ashville  and  Watts. 
One  Worthington  steam  pump  has  been  erected,  and  the  cattle  guards  at 
Jamestown  nearly  completed. 

At  all  points  where  masonry  has  been  substituted  for  temporary 
trestles  the  filling  has  been  done.  The  stringers  upon  the  cattle  guards 
have  been  renewed  and  a considerable  amount  of  fencing  done.  This 
division  has  been  thoroughly  ditched  and  drained.  In  this  particular  it 
is  in  much  better  condition  than  at  any  previous  time. 


52 


There  will  be  required  on  this  division  for  the  ensuing  year  at  least 
SO  miles  or  2,900  tons  of  rerolled  iron,  50,000  cross  ties,  730  feet  of 
bridging,  viz : — 

170  feet  at  the  Conewango  river. 

160  feet  at  the  Oassadaga  river. 

100  feet  at  the  Chautauqua  outlet,  Dexterville. 

200  feet  at  the  Chautauqua  outlet,  Jamestown. 

100  feet  at  the  Big  Broken  Straw,  Columbus. 

730  lineal  feet. 

20,000  cubic  yards  of  ballasting,  2,500  cubic  perches  of  masonry, 
ten  miles  of  fencing,  one  freight  depot,  Jamestown,  two  double  tanks 
with  steam  pumps,  60,000  yards  of  embankment,  filling  trestles,  etc. 

The  Second  Division  extends  from  Meadville  to  Kent,  distance 
89  miles,  and,  for  the  same  reasons  assigned  for  the  first,  is  not  in  first 
class  condition.  The  character  of  the  material  in  the  road  bed  on  this 
division,  is  much  worse  than  the  first.  Nothing  less  than  a thorough 
reballasting  of  the  whole  road  from  Meadville  to  Leavittsburg  (63  miles) 
and  relaying  such  portions  as  have  not  already  been  renewed  with  iron 
within  the  past  year  will  be  safe  to  rely  upon.  From  Leavittsburg  to 
Kent  (27  miles)  the  road  is  much  better,  but  will  require  a large  num- 
ber of  new  ties,  reballasting  at  various  points,  and  a considerable  quan- 
tity of  new  iron. 

There  has  been  expended  on  this  division  during  the  past  year  20,- 
647  cross  ties,  514  tons,  or  5f  miles  of  rerolled  iron,  one  Howe  bridge, 
100  feet  span,  15,000  cubic  yards  of  ballasting,  500  perches  of  masonry, 

65.000  cubic  yards  of  filling  in  trestles,  a large  amount  of  ditching  and 
draining.  In  this  particular  the  road  is  in  far  better  condition  than  at 
any  previous  time. 

There  will  be  required  on  this  division  for  the  ensuing  year,  26 } 
miles,  or  2,500  tons  of  rerolled  iron,  50,000  cross  ties,  50,000  cubic 
yards  of  ballasting,  100  feet  of  Howe  bridging,  passenger  and  freight 
house  at  Greenville,  and  a passenger  house  at  Warren. 

The  large  trestle  bridges  between  Meadville  and  Greenville  are  par- 
tially filled  and  in  comparatively  safe  condition  for  the  present,  but 
should  be  completed  during  the  next  season,  for  which  it  will  require 

100.000  cubic  yards  of  embankment.  The  large  trestle  bridge  over 
Walnut  Creek  at  Baconsburg,  and  one  over  the  Mahoning  Valley  at 
Warren,  may  be  made  safe  for  another  year  or  more. 

The  Third  Division  extends  from  Kent  to  Galion,  a distance  of 
92  miles,  and  is  in  very  good  condition,  although  there  are  a large  n am- 
ber of  heavy  trestle  bridges,  which  should  be  filled  as  soon  as  possible, 
but  they  may  be  made  comparatively  safe  for  another  year  or  more,  save 
one  near  Ashland,  which  should  be  filled  immediately. 

A large  number  of  new  cross  ties  are  required  owing  to  the  fact  that 
in  the  original  construction  the  ties  were  too  few  in  number,  and  many 
of  them  very  inferior  in  size  and  quality.  A few  pieces  of  masonry  are 
required  and  a large  quantity  of  ballast. 


53 


There  has  been  expended  on  this  division  31 1 tons  of  new  iron,  13,- 
143  cross  ties,  12,000  cubic  yards  of  ballasting,  1,900  rods  of  fencing, 
one  Worthington  steam  pump,  and  a capacious  dining  hall  at  Salem. 

This  division  will  require  25,000  cross  ties,  250  tons  of  new  iron, 

25,000  yards  of  ballasting  and  at  least  five  miles  of  fencing,  a passenger 
depot  at  Mansfield,  and  extended  facilities  for  repairs  of  machinery  at 
Galion. 

The  Fourth  Division  extends  from  Galion  to  Dayton,  a distance 
of  104  miles,  and  is  in  first  class  condition,  requiring  but  a small  outlay 
for  the  ensuing  year  to  keep  it  in  its  present  shape.  Although  some 
twenty  miles  of  the  division  were  greatly  damaged  by  a serious  flood  in 
September,  it  has  been  thoroughly  repaired  and  is  in  quite  as  good  con- 
dition as  before. 

There  has  been  expended  during  the  past  year  30,000  yards  of  bal- 
last, 400  feet  of  Howe  truss  bridging,  21  tons  of  new  iron,  24,700  cross 
ties  and  4,823  rods  of  fencing. 

There  will  be  required  for  the  ensuing  year  upon  this  division  250 
tons  of  new  iron,  5,000  cross  ties,  3,000  yards  of  ballast,  one  or  more 
small  depots,  a stock  yard  at  Urbana,  and  five  miles  of  fencing. 

The  Franklin  Branch  extends  from  the  Junction  (two  miles  west 
of  Meadville,)  to  Oil  City,  a distance  of  33^  miles.  This  branch  has 
been  greatly  improved  during  the  year,  by  substituting  heavy  iron  for 
the  light  rail  with  which  it  was  originally  laid,  by  ballasting,  ditching, 
enlarging  the  road-bed,  and  re-adjusting  the  track. 

The  road  has  been  extended  at  Oil  City  7,600  feet,  a capacious  yard 
in  Oil  City,  a substantial  Howe  bridge  of  three  spans  of  135  feet  each, 
constructed  over  Oil  Creek,  with  the  necessary  approaches.  The  capa- 
city of  this  branch  has  been  largely  increased  by  these  extensions  and 
improvements.  Three  miles  yet  remain  of  the  light  iron  which  should 
at  once  be  removed  and  a heavy  rail  substituted. 

There  has  been  expended  16,260  cross  ties,  333  tons  of  new  rail, 

15.000  yards  of  ballast,  two  small  depots  erected,  425  feet  of  Howe 
truss  bridging  with  the  necessary  piers  and  abutments  and  the  necessary 
trestle  approaches. 

There  will  be  required  for  the  ensuing  year  350  tons  of  new  iron, 

5.000  cross  ties,  and  2,000  yards  of  ballast,  several  small  culverts,  in 
the  aggregate,  800  perches  of  masonry. 

The  Mahoning  Branch  extends  from  Cleveland  to  Youngstown, 
a distance  of  67  miles.  The  portion  of  this  division  between  Leavitts- 
burg  and  Cleveland  (50  miles)  is  in  good  order,  having  been  greatly 
improved  during  the  past  year.  Some  15  miles  of  narrow  gauge  iron 
has  been  repaired  by  sawing  the  ends,  and  other  repairs  with  the  substi- 
tution of  three  miles  of  new  iron  and  a large  number  of  new  ties.  A 
small  expenditure,  comparatively,  will  keep  this  portion  in  good  order 
for  the  ensuing  year.  The  portion  between  Leavittsburg  and  Youngs- 
town (17  miles)  is  in  bad  order,  requiring  to  be  entirely  relaid  with  ties 
and  iron.  Some  extensions  have  been  made  at  the  city  of  Cleveland  in 
track  room  and  the  facilities  for  the  repairs  of  machinery  The  exten- 


54 


give  coal  and  ore  docks  on  the  old  river  bed  have  been  extended,  a 
permanent  car  scale  erected.  Preparations  are  now  being  made  to 
extend  the  old  river-bed  docks  some  1,450  feet,  to  meet  the  demands  of 
the  largely  increasing  coal  and  ore  business,  and  also  to  extend  the  line 
across  the  old  river-bed  to  a connection  with  the  Cleveland  and  Toledo 
road,  which  will  become  necessary  by  the  changes  proposed  by  that 
company,  for  which  a large  transfer  depot  will  be  required  and  exten- 
sive yard  room  made.  Improvements  have  been  made  for  the  supply  of 
water  at  Cleveland,  Solon  and  Leavittsburg.  A rail  repair  shop  at 
Leavittsburg  has  been  erected  with  capacity  to  repair  from  sixty  to  one 
hundred  bars  per  day.  There  has  been  expended  264  tons  of  new  iron, 
9,148  cross  ties,  2,300  yards  of  ballast,  one  water  tank  constructed,  and 
largely  increased  facilities  at  Solon  and  Cleveland  by  laying  substantial 
iron  pipe  in  place  of  wood.  One  bridge  abutment  rebuilt  and  several 
others  repaired. 

There  will  be  required  for  the  ensuing  year  40,000  cross  ties,  1,000 
tons  of  iron,  2,500  yards  of  ballast,  1,500  feet  of  docking  at  old  river- 
bed, 164  feet  of  Howe  truss  bridging,  200  feet  of  drawbridge,  old  river- 
bed, with  the  necessary  masonry,  25,000  yards  of  embankment  for  the 
Toledo  connection,  steam  pump  at  Youngstown  and  Leavittsburg,  engine 
house  at  Leavittsburg  for  five  engines,  30,000  yards  of  embankment, 
filling  trestles,  and  2,000  perches  of  masonry. 


ESTIMATED  COST  OF  MATERIALS  FOR  REPAIRS  AND 
RENEWALS  FOR  ENSUING  YEAR : 

REROLLED  IRON. 


First  Division,  2,900  tons  at  $40  per  ton $116,000 

Second  do.  2,500  do.  do.  do.  100,000 

Third  do.  250  do.  do.  do.  10,000 

Fourth  do.  250  do.  do.  do.  10,000 

Maho’g  Branch,  1,000  do.  do.  do 40,000 

Franklin  do.  350  do.  $60  do 21,000 

$297,000 

NEW  IRON. 

1,000  tons  at  $80  per  ton $80,000 


CROSS  TIES. 


First  Division,  50,000  @ 50  cents $25,000 

Second  do.  50,000  do.  25,000 

Third  do.  25,000  do.  12,500 

Fourth  do.  5,000  do.  2,500 

Maho’g  Branch,  40,000  do.  20,000 

Franklin  do.  5,000  do.  — 2,500 

87,500 

175,000  

Carried  forward. $464,500 


55 


Brought  forward $464,500 

SPLICES,  BOLTS  AND  PLATES. 

For  77  miles  (less  value  of  old  chairs) 17,479 

Cost  of  distributing  and  putting  in  17,500  ties  @ 25  cts 43,750 

Cost  of  laying  77  miles  iron  at  $150  per  mile 11,550 

One  and  a half  tons  spikes  per  mile  for  77  miles,  115}  tons, 

at  $140  per  ton . 16,170 

BALLASTING. 

First  Division,  20,000  cubic  y’ds,  at  60  cts.  per  yard,  $12,000 
Second  do.  50,000  do.  do.  do.  30,000 

Third  do.  25,000  do.  do.  do.  15,000 

Fourth  do.  3,000  do.  do.  do.  1,800 

Maho’g  Branch,  2,500  do.  do.  do.  1,500 

Franklin  do.  2,000  do.  do.  do.  1,200 

61,500 

BRIDGING. 

First  Division,  730  feet  at  $40  per  lineal  foot $29,200 

Second  do.  100  do.  30  do.  3,000 

>Maho’g  Branch,  164  do.  30  do.  4,920 

37,120 

Mahoning  Branch,  200  feet  drawbridge  at  $100 20,000 

MASONRY. 

First  Division,  2,500  perches  of  masonry  at  $9,  $22,500 

•Second  do.  1,000  do.  do.  do.  9,000 

Third  do.  500  do.  do.  do.  4,500 

Fourth  do.  . 200  do.  do.  do.  1,800 

Maho’g  Branch,  500  do.  do.  do.  4,500 

42,300 

EXCAVATION  AND  EMBANKMENT  FILLING  TRESTLES. 

First  Division,  60,000  cubic  y’ds,  at  35  cts.  per  y’d,  $21,000 
Second  do.  100,000  do.  do.  do.  35,000 

Third  do.  25,000  do.  do.  do.  8,750 

Maho’g  Branch,  20,000  do.  do.  do.  7,000 

71,750 

FENCING. 

20  miles  of  fencing,  at  $400  per  mile 8,000 

DEPOTS  AND  FIXTURES. 

First  Division,  one  freight  depot  at  Jamestown 3,000 

Second  do.  one  passenger  depot  at  Greenville .. . $4,000 

Do.  do.  one  freight  do.  do.  ...  3,000 

Do.  do.  one  passenger  depot  at  Warren 8,000 

— 15,000 


Carried  forward $812,119 


56 


Brought  forward $812,119 

Third  Division,  one  passenger  depot  at  Mansfield 5,000 

Fourth  do.  one  small  depot 2,500 

WATER  HOUSES  AND  MACHINERY, 

5 double  tanks  with  Worthington  pumps,  at  $3,500 17,500 

Oar  repair  shops,  Meadville $60,000 

Paint  shop,  car  shop,  &c.,  Kent 25,000 

Machine  shop,  Galion 30,000 

115,000 


$952,119 


For  a more  particular  report  of  cost  of  the  various  items  referred  to 
as  having  been  expended  during  the  ten  months  of  the  past  fiscal  year, 
(from  January  1st,  1866,  to  October  31st,  1866,)  I beg  leave  to  refer 
vou  to  the  accompanying  statement  of  expenditures  : 

EXPENDITURES  FOR  CONSTRUCTION. 

From  January  1st  to  October  3 1st  is $901,565  95 


/It* a r*  i n rr  $231,02  i 65 

- 

69,651  22 

61,870  14 

Ties  30,092  39 

liaoxx  1C*J  

..  14,430  68 

riattlp  ornnrds  

592  30 

r'NiliTGpta  

10.799  12 

Maarmru  8.527  04 

Rriek  vards 

3,643  54 

Trestles 

3,317  84 

Truss  hridsres 

...  32,832  98 

Pftflflpnorftr  houses 

13,416  39 

Freight  houses 

..  26,490  01 

ftfnek  vard  

18,369  03 

Tanks 

20,539  28 

Water  works 

Wood  sheds 

Coal  sheds 

"RIncrinp  hnnaps  

1,034  73 
1,637  60 
4,848  42 
19,797  09 

Turntables 

50  SO 

Machine  and  workshop 

83,612  24 

• 

Carried  forward 

..  $755,922  15 

57 


Brought  forward 

Machinery  and  tools 

Dining  saloons 

McHenry  House 

| Locomotives — freight  charges 

Passenger  baggage  and  mail  cars, 

Boarding  cars  and  furniture 

Snow  ploughs 

Engineering 

Real  estate 

Land  and  land  damages 

Internal  revenue  taxes 

Office  expenses  and  sakries 

Contingencies 

Sundries 

Less  materials  sold 

. 


$755,922  15 
43,348  43 
12,303  99 
8,763  02 
2,839  00 
7,946  13 
3,207  87 
4,770  86 
3,365  56 
6,741  70 
10,596  03 
5,929  84 
25,634  70 
6,275  62 
5,420  55 

$903,065  45 

1,499  50 


$901,665  95 


EXPENDITURES  FOR  REPAIRS  OF  ROAD  AND  STRUCTURES. 


January  1st  to  October  3lst,  1866,  is $563,865  57 

Repairs  of  track $462,938  16 

Do.  roadbed 49,237  17 

do.  fences  and  gates 7,975  85 

do.  truss  bridges , 13,847  41 

do.  dwellings 1 398  94 

do.  engine  houses 1,397  10 

do.  turntables 933  05 

do.  machine  and  workshops 6,415  62 

do.  engine  and  car  houses 652  07 

do.  passenger  houses 6,363  26 

do.  freight  houses 2,343  67 

do.  stock  yards 2,100  22 

do.  wood  sheds 336  59 

do.  coal  sheds 421  05 

do.  tanks 8,102  81 

do.  passenger,  wood  and  water  stations 402  60 

$563,865  57 


8 


58 


CHARACTER  OF  IRON  AND  TIES  TO  BE  USED. 

Permit  me  to  say  in  connection  with  this,  that  the  subject  of  iron 
should  engage  the  most  serious  attention  of  railway  managers,  as  the  cost 
of  renewal  of  iron  is  far  the  heaviest  item  of  expense  in  the  mainte- 
nance of  a road.  The  experience  of  the  American  railways  proves  that 
the  average  life  of  iron  (needing  in  the  meantime  rerolling)  does  not 
exceed  ten  years,  requiring,  therefore,  the  renewal  of  at  least  ten  per 
cent,  of  the  entire  quantity  each  year  from  the  commencement  of  its  use. 
Of  this  road,  sixty  miles,  from  Salamanca  to  Corry,  has  been  used  six 
years.  One  hundred  and  thirty  miles,  from  Oorry  to  Akron,  four  years. 
Two  hundred  and  thirty-six  miles,  from  Akron  to  Dayton  and  broad 
gauge  of  the  Mahoning  Branch,  three  years.  The  narrow  gauge  of  the 
Mahoning  Branch,  from  Cleveland  to  Youngstown,  ten  years,  and  the 
Franklin  Branch,  from  Meadville  to  Oil  City,  thirty-three  miles,  two 
years ; making  an  average  of  four  and  one-half  years  upon  the  entire 
amount  of  iron  upon  the  road,  or  nearly  one-half  the  life  of  the  whole. 
But  a very  inconsiderable  amount  of  this  has  been  renewed — twenty- 
two  miles  in  all — during  the  past  year,  or  barely  four  per  cent.,  leaving 
ninety-six  per  cent,  of  iron  one-half  worn  out.  From  this  it  will  appear 
that  forty-one  per  cent.,  equal  to  two  hundred  and  five  miles,  should  be 
added  to  the  iron  at  once  to  make  the  depreciation  good. 

The  large  expenditure  for  repairs  of  track  and  roadway,  for  the  past 
year,  and  requirements  for  the  future,  have  arisen  from  the  incomplete 
manner  in  which  part  of  the  road  was  originally  constructed.  The  cut- 
tings in  many  instances  were  too  narrow,  thereby  obstructing  the  drain- 
age and  covering  the  track  with  mud,  and  requiring  a constant  outlay  in 
widening  and  ditching.  The  embankments  are  still,  in  many  places,  too 
narrow  to  retain  ballast  and  furnish  sufficient  bearing  for  the  cross  ties. 
No  portion  of  the  line,  except  the  Fourth  Division,  has  ever  been  suffi- 
ciently ballasted.  Many  miles  on  the  other  divisions,  up  to  this  time, 
have  never  been  ballasted.  The  cross  ties  originally  were  insufficient  in 
number  and  size  to  sustain  the  rail  under  the  pressure  of  the  heavy 
machinery  used  upon  the  line.  A large  per  cent,  of  the  cross  ties  were 
furnished  from  poor  material — about  one  hundred  and  seventy-five  miles 
of  track  being  laid  almost  exclusively  with  Hemlock  ties,  which  we  are 
discarding,  and  using,  for  the  most  part,  white  oak  of  the  best  quality  y 
and  none  other  should  be  used  in  the  future  as  a matter  of  economy. 
Four  years  being  the  extent  of  the  life  of  Hemlock  ties  as  proven  by 
our  experience,  while  white  oak  ties  are  good  for  eight  years. 

A number  of  temporary  structures  were  erected  in  the  original  con- 
struction. Those  upon  the  first  and  a portion  of  the  second  divisions  are 
of  an  inferior  character  of  material,  requiring  their  substitution  by 
masonrv  and  embankments.  It  is  owing  to  these  facts  that  your  track 
material  has  so  rapidly  depreciated,  and  at  the  same  time  requiring  an 
extraordinary  expense  in  repairs  of  the  road  and  machinery. 

The  pattern  of  iron  used  in  our  renewals  is  a sixty  pound  fish  plate 
rail,  making  a very  excellent  road,  requiring  very  small  expense  in  lay- ! 
ing,  avoiding  the  continuous  pounding  and  jar  of  joints,  approaching  as  I 
near  as  anything  yet  adopted  to  a continuous  rail. 


59 


On  the  first  day  of  the  present  fiscal  year  there  were  in  stock  1,3041 
tons  of  old  rails,  equal  to  thirteen  and  one-half  miles  of  iron,  or  less  than 
three  per  cent,  of  the  iron  required  for  the  road,  which  is  all  that  we 
have  for  the  purpose  of  supplying  the  rolling  mill  with  scraps  and  the 
Bxtensions  of  sidings  constantly  required.  This  amount  is  entirely  inad- 
aquate,  as  the  renewals  required  for  the  coming  year  will  amountin  the 
aggregate  to  7,250  tons,  or  seventy-seven  miles  of  iron,  without  regard 
to  the  necessary  extensions  of  sidings,  etc.,  requiring  the  rerolling  of 
300  tons  per  month. 

There  were  at  the  beginning  of  the  year,  18,897  ties  in  stock,  or  10£ 
per  cent,  of  the  necessary  requirements  for  the  ensuing  year. 


ROLLING  STOCK— CONDITION  AND  REQUIREMENTS. 

LOCOMOTIVES. 

As  shown  by  Table  No.  7,  the  details  of  which  have  been  furnished 
by  Mr.  F.  Grinnell,  Sup’t  of  Motive  Power  and  Machinery,  there  are 
132  broad  gauge  and  18  narrow  gauge  locomotives.  On  the  main  line 
:here  has  been  sufficient  power  to  do  the  business  of  the  past  season  to 
»ood  advantage,  but  we  have  worked  to  a considerable  disadvantage  on 
he  Mahoning  Branch  for  want  of  narrow  gauge  engines. 

The  freight  engines  are  well  adapted  for  the  business  of  the  road. 

The  passenger  engines  (5J  feet  wheels)  as  a class  are  much  heavier 
ban  required  for  our  present  passenger  trains. 

All  of  the  locomotives,  with  the  exception  of  those  taken  from  the 
Mahoning  Company,  are  first  class  in  design,  materials  and  workmanship, 
3xcept  as  follows  : 

Five  engines  had  steel  fire  boxes ; one  is  now  being  replaced  and 
he  others  are  in  bad  condition.  They  have  been  in  service  but  about 
lixteen  months. 

Twenty-one  engines  had  Blanarvon  iron  fire  boxes;  seven  have  been 
enewed;  six  more  will  be  renewed  within  six  months,  and  the  remain- 
ng  eight  are  in  bad  condition.  On  an  average  they  have  been  in  service 
about  thirty  months.  Ten  engines  had  Blanarvon  iron  tyres,  which 
lave  not  done  on  an  average  more  than  one-quarter  the  service  that 
?ood  iron  tyres  should  do.  The  springs  of  all  but  six  engines  were 
nade  of  spring  steel,  instead  of  cast  steel.  A matter  of  considerable 
mportance. 

The  Mahoning  engines  are  good,  serviceable  machines,  but  on  ac- 
iount  of  age  and  hard  service,  require  considerable  repairs,  and  cannot 
>e  surely  relied  upon  for  as  much  service  the  coming  year  as  performed 
luring  the  past  year. 

The  locomotives  are  in  good  average  condition,  general  repairs  being 
veil  up  and  thoroughly  done.  Fire  box  work  is  being  properly  attended 
o,  and  the  best  quality  of  iron  is  used.  Steel  tyres  are  being  applied 
yhere  new  ones  are  required. 

The  only  alterations  of  any  moment,  deemed  advisable  during  the 
>ast  ten  months,  have  been  to  enlarge  the  :‘exhaust  nozzles” — to  move 


60 


the  back  tender  trucks  further  back,  and  to  introduce  R.  C.  Wright’s 
collarless  journal.  The  painting  is  being  done  in  a more  simple  and 
uniform  manner. 


FACILITIES  FOR  ENGINE  REPAIRS. 

The  temporary  shops  about  being  completed  at  Meadville  and  the 
“ head  house,”  under  construction  at  Kent,  will  afford  shop  room  suffi- 
cient for  locomotive  repairs  for  at  least  two  years,  unless  the  business  of 
the  road  calls  for  a considerable  increase  of  engine  service.  Some 
> changes,  however,  in  the  shops  at  certain  points  suggest  themselves  in 

connection  with  increased  facilities  for  car  repairs. 

The  tools  are  in  good  order  and  for  the  most  part  sufficient  for  pres- 
ent purposes. 

PASSENGER  AND  FREIGHT  CARS. 


Statement  of  Cars  received  on  the  road  up  to  November  1st,  1866 : 


KIND  OF  CAR. 


Broad  Gauge.  I Narrow  Gauge. 


Passenger  Coaches.. 
Sleeping  do. 

Smoking  do. 

Superintendent’s  Car. 
Paymaster’s  do.. 
Baggage  do.. 

Express  do. . 

Post  Office  do.. 
Caboose  do.. 

Box  Freight  do.. 
Box  Stock  do... 
Open  Stock  do... 
Coal  & Platform  do... 
Boarding  do... 

Wrecking  do... 
W recking  Tool  do . . . 


81 

7 

6 

1 

2 

31 

9 

3 
54 

720 

1 

849 

821 

4 
6 
1 


Total  number  of  cars. 


2,596 


6 


3 

5 

100 

650 

1 

765~ 


The  6 smoking  cars,  2 paymasters'  cars  and  the  wrecking  tool  car 
have  been  changed  from  those  designated  in  previous  reports  as  emi- 
grant cars. 

Three  passenger  coaches,  6 baggage  cars  and  a number  of  freight 
cars  (number  not  yet  definitely  ascertained)  have  been  totally  destroyed 
and  not  yet  rebuilt. 

The  passenger,  baggage  and  express  cars  built  for  the  Company 
were,  as  a class,  very  inferior  in  quality. 

The  six  sleeping  cars,  built  by  Barney,  Smith  & Co.,  were  well  built 
and  of  good  material. 

The  twenty-eight  coaches  built  by  Wm.  Cummings  & Son,  and  five 
built  by  Morrill  & Bowers,  were  fairly  built  and  might  be  considered  to 
have  been  as  good  as  the  average  of  contract  work. 

The  sixteen  coaches  built  by  the  Ramapo  car  works  and  delivered 
previous  to  June  15th,  1865,  were  very  inferior,  built  of  green  timber, 
badly  framed  and  not  properly  painted  or  varnished. 


61 


The  thirty  coaches  delivered  subsequent  to  the  above  date  were 
somewhat  better,  but  still  very  inferior  cars. 

The  two  coaches  built  in  the  shops  of  the  Company  at  Kent  are  first 
class  in  every  respect. 

One  sleeping  coach  built  by  the  Ramapo  car  works  appears  to  be 
well  built,  but  the  painting  and  varnishing  are  inferior. 

As  a consequence  of  the  above  facts,  most  of  the  coaches  are  in  a 
j condition  requiring  immediate  and  very  considerable  repairs  in  order  to 
keep  them  in  running  order. 

Since  January  1,  1866,  23  broad  gauge  coaches  have  had  general 
repairs.  29  have  been  painted  and  varnished.  12  have  been  varnished 
(not  painted.)  11  baggage  and  express  cars  have  been  put  in  order, 
and  painted  and  varnished.  3 narrow  gauge  coaches  have  been  rebuilt, 
painted  and  varnished. 

Sixty-six  of  the  coaches,  with  raised  roofs,  should  have  their  roofs 
strengthened  and  repaired,  and  in  other  respects  put  in  good  condition. 
There  are  70  in  all — 4 have  already  been  strengthened. 

One  broad  gauge  and  three  narrow  gauge  require  to  be  rebuilt. 

51  coaches. 

32  baggage  and  express  cars.  In  all 

83  first-class  cars  require  painting  and  varnishing,  at  the  present 
time. 

The  box  and  stock  cars  built  for  the  Company  are  also  of  poor  quali- 
ty— a large  part  of  them  very  poor — made  of  green  timber,  poorly 
framed,  inferior  roofs  and  poorly  painted. 

The  platform  cars  are  the  same  class  of  work  as  the  above,  but  are 
oapable  of  doing  better  service. 

The  caboose  cars  are  of  fair  quality.  The  present  condition  of  these 
cars  is  as  good  as  can  be  expected,  considering  their  original  worth — 
ordinary  running  repairs  having  been  kept  up. 

About  200  box  cars  have  been  newly  roofed  since  coming  on  the 
road.  The  narrow  gauge  box  cars  are  in  fair  condition.  Fifty  were 
new  two  years  ago. 

Three  hundred  and  ninety  new  coal  and  platform  cars  have  been 
added  since  October,  1863.  The  balance  are  old  and  fast  depreciating, 
owing  to  the  hard  service  they  are  doing. 

Fifty  cars  should  be  added  during  the  coming  year,  at  least,  to  keep 
the  stock  up  to  it3  present  condition. 

Future  repairs  will  necessarily  be  very  heavy.  A large  proportion 
of  the  box  and  stock  cars  have  white  pine  sills  which  are  rapidly 
requiring  to  be  renewed. 

The  roofs  of  box  cars  not  renewed  all  leak  more  or  less,  and  should 
be  renewed  at  the  rate  of  forty  a month,  at  least,  until  all  are  in  good 
condition. 


FACILITIES  FOR  CAR  REPAIRS. 

The  present  car  shops  are  entirely  inadequate  to  do  the  repairs  re- 
quired as  rapidly  as  they  should  be  done. 

There  are  seven  stalls  available  for  coach  repairs,  after  allowing  for 
work  on  cars  damaged,  and  other  necessary  work.  Not  more  than  four 


coaches  per  month  could  be  repaired  in  the  manner  previously  stated,  if 
full  use  is  made  of  the  available  room.  To  make  full  use  of  this  room, 
about  thirty  more  car  builders  should  be  hired. 

There  are  in  all  nine  stalls  available  for  car  painting.  It  would 
require  at  least  fifteen  to  paint  all  the  first-class  cars  (numbering  141,) 
once  in  two  years,  and  varnish  them  once  a year. 

The  completion  of  the  “ head  house  ” to  the  Kent  car  shop  will  give 
two  more  stalls  for  repairs  and  two  for  painting. 

There  is  but  little  car  shop  room  available  for  freight  car  work, 
aside  from  that  already  claimed  for  first-class  car  and  other  necessary 
work. 

What  there  is,  and  much  more  is  required  for  repairs,  especially 
during  the  winter  months,  leaving  really  no  room  at  all  to  buiid  new 
cars.  Immediate  steps  should  be  taken  to  furnish  the  necessary  amount 
of  shop  room  for  constructing  and  repairing  this  class  of  machinery,  and 
until  this  is  done  the  expenses  cannot  be  reduced. 

The  wood-working  tools  are  first-class,  in  good  order  and  sufficient 
for  present  purposes. 

The  conclusion  to  be  drawn  from  the  above  is  that  the  locomotives 
are  in  good  comparative  order,  and  that  no  increase  in  force  or  facilities 
is  required  at  present  to  keep  them  so.  That  the  cars  are  in  poor  con- 
dition, and  the  shops  insufficient  to  put  them  in  order,  or  even  keep 
them  so,  if  now  in  condition.  That  our  force  should  be  increased  so  as 
to  do  all  the  work  that  can  be  done  to  advantage  in  our  present  shops. 

CONCLUSION. 

In  conclusion,  permit  me  to  say  that  I have  included  nothing  in  the 
foregoing  statements  and  estimates  for  materials  and  work  to  be  done, 
for  the  ensuing  year,  but  what  is  actually  necessary  for  the  economical 
working  of  the  road,  and  especially  those  items  which  pertain  to  the 
repairs  and  maintenance  of  the  track. 

I cannot  close  this  report  without  returning  thanks  to  the  Division 
Superintendents,  Mr.  D.  C.  Coolman,  our  Resident  Engineer,  Mr.  F. 
Grinnell,  Superintendent  of  Motive  Power  and  Machinery,  together 
with  all  other  employes  under  my  control,  for  the  faithfulness  with 
which  they  have  performed  their  various  duties  during  the  past  year. 

Yours  respectfully, 

D.  McLaren, 

Gren’l  Sup’t. 


LETTER  FROM  GENERAL  FREIGHT  AGENT. 


Meadville,  Pa.,  Dec.  14,  1866. 


To  the  President  of  the 

Atlantic  & Great  Western  Railway. 

Dear  Sir: — The  number  of  barrels  of  petroleum  transported  by  the 
Company  during  1866,  from  January  1st  to  October  31st,  has  been 
1,222,837,  as  follows 


STATIONS. 

i 

j Eastward. 

| 

Westward. 

J Total. 

Jamestown 

4,139 

66 

4,205 

Ash  vi  lie 

338 

16 

354 

Corry 

546,640 

68,331 

614,971 

Union 

1,069 

4 

1,073 

Meadville 

3,778 

2,179 

5,957 

Shaws.. 

877 

19 

896 

Utica 

428 

1,044 

1,472 

Sugar  Creek _ 

985 

2,589 

3,574 

Franklin 

5,869 

75,097 

80,966 

Reno 

46,789 

253,908 

300,697 

Oil  City 

Clarksville. 

37,782 

76,796 

1,464 

405 

114,578 

1,464 

834 

Raconsburg  

429 

Warren 

149 

48 

197 

Cleveland 

80,288 

8,526 

88,814 

Akron 

971 

1,814 

2,785 

Total 

730,531 

492,306 

1,222,837 

The  receipts  of  oil  at  Pittsburgh  have  this  year  been  about  1,600,- 
)00  barrels,  as  against  1,000,000  in  1865. 

There  has  not  been  as  great  a reduction  in  rates  of  toll  charged  on 
)il  as  there  has  been  in  its  value.  Shippers,  as  a rule,  have  been  losers 
luring  the  year  ; the  market  having  seme  spasmodic  advances,  but  the 
general  tendency  has  been  downwards.  Coal  rates  on  the  Mahoning 
*oad  have  been  less  than  last  year,  having  been  but  a fraction  over  two 
3ents  per  ton  per  mile.  Ore  has  been  charged  same  as  1865,  that  is, 
;wo  cents  per  ton  per  mile 

The  through  business  was  done  at  low  rates  from  January  to  July, 
since  when  better  prices  have  been  obtained;  the  westward  trade  has 
)een  better  than  during  1865.  Eastward  country  traffic  has  not  been  as 
Nourishing  in  consequence  of  the  almost  total  failure  of  the  wheat  crop 
n Ohio,  Indiana,  and  Kentucky.  The  towns  of  Urbana,  Springfield, 


64 


and  Dayton,  usually  exporting  about  300,000  barrels  of  flour  annually, 
have  this  year  been  importing  from  the  Western  States  for  home  con- 
sumption. The  same  conditions  have  existed  on  the  entire  line  of  the 
railway  in  the  State  of  Ohio. 

Some  live  stock  has  been  transported,  but  only  a limited  amount,  for 
the  want  of  cars.  This  branch  of  business  would  be  quite  important  if 
facilities  were  had  for  its  transaction. 

Yours  respectfully, 

J.  M.  Osborn, 

Gen’l  Freight  Agent. 


CONNECTIONS  OF  THE  ATLANTIC  & GREAT  WESTERN 


RAILWAY. 

8ALAMANCA Erie  Railroad. 

JAMESTOWN Chautauqua  Lake  Steamer. 

CORRT Philadelphia  & Erie  Railroad. 

CORRY Oil  Creek  Railroad. 

MEADYILLE Franklin  Branch  of  Atlantic  & Great  Western  R’y. 

OIL  CITY Franklin  & Warren  Railroad. 

OIL  CITY Farmers  Railroad. 

RENO Reno,  Pithole  & Oil  Creek  Railroad. 

CLARKSVILLE Erie  & Pittsburgh  Railroad. 

LEAVITTSBURG Mahoning  Branch  of  the  Atlantic  & Great  Western  Railroad. 

LEAV1TTSBURG  . . . .Cleveland  Branch  of  the  Atlantic  & Great  Western  Railroad. 
CLEVELAND • Detroit  Steamers. 

CLEVELAND Cleveland,  Columbus  & Cincinnati  Railroad. 

CLEVELAND Cleveland  & Toledo  Railroad. 

RAVENNA Cleveland  & Pittsburgh  Railroad. 

AKRON Cleveland,  Zanesville  & Cincinnati  Railroad. 

MANSFIELD 8andusky,  Mansfield  & Newark  Railroad. 

MANSFIELD Pittsburgh,  Fort  Wayne  & Chicago  Railroad. 

GALION Cleveland,  Columbus  & Cincinnati  Railroad. 

GALION Bellefontaine  Railroad. 

URBANA Indianapolis  & Columbus  Railroad. 

URBANA Sandusky,  Dayton  & Cincinnati  Railroad. 

DAYTON Dayton&  Union  and  Xenia  & Belpre  Railroads. 

DAYTON Sandusky,  Dayton  & Cincinnati  Railroad. 

DAYTON Dayton  & Toledo  Railroad; 

DAYTON Indiana  Central  and  Dayton  & Western  Railroads. 

HAMILTON Indianapolis  Junction  Railroad. 

HAMILTON Eaton  & Hamilton  Railroad. 

CINCINNATI Louisville  Steamers. 

CINCINNATI Kentucky  Central  Railroad; 

CINCINNATI Indianapolis  & Cincinnati  Railroad. 

CINCINNATI Ohio  & Mississippi  Railroad. 


65 


HISTORY 

OF  THE 

ATLANTIC  & GREAT  WESTERN  RAILWAY. 

BY  J.  C.  CALHOUN. 


The  line  of  road  known  as  the  Atlantic  & Great  Western  Kailway 
is  now  one  of  the  great  through  routes  of  trade  and  travel  between  the 
east  and  the  west.  Although  it  is  not  quite  six  years  since  this  enter- 
prise was  commenced,  there  are  now  507  miles  of  line  in  operation. 
The  rapid  progress  made  in  the  construction  of  this  Railway  has  never 
been  surpassed.  A correct  history  of  the  undertaking  may  be  interesting 
to  the  friends  of  the  enterprise,  as  well  as  to  the  great  traveling  public. 
So  suddenly  has  this  line  been  brought  into  operation,  that  very  little  is 
known  by  the  commercial  and  financial  world  of  its  inception  and  pro- 
gress. We  therefore  propose  to  present  a history,  as  condensed  as  pos- 
sible, of  the  small  local  railroad  projects  which  have  in  so  short  a time 
become  one  of  the  most  prominent  and  influential  corporations  in  America. 

The  Erie  and  New  York  City  Railroad. — In  September,  1850, 
a meeting  of  public-spirited  citizens  was  held  at  Jamestown,  N.  Y.,  to 
discuss  the  project  of  building  a road  from  the  mouth  of  Little  Valley 
Creek  (now  known  as  Salamanca),  a point  on  the  Erie  Railway  414  miles 
from  New  York,  to  the  city  of  Erie,  Pa. 

The  attention  of  the  directors  of  the  New  York  and  Erie  Railroad, 
and  others  interested  in  that  line  of  road,  had  been  frequently  called  to 
the  importance  of  extending  their  road  to  the  harbor  of  Erie  ; and  the 
route  via  Randolph  and  Jamestown,  N.  Y.,  was  represented  as  being 
very  feasible. 

Such  men  as  Hon.  B.  Chamberlain,  and  T.  S.  Sheldon,  Esq.,  of  Ran- 
dolph, N.  Y.;  Col.  A.  F.  Allen,  Samuel  Barrett,  Esq.,  William  Hall,  Esq., 
Col.  Henry  Baker,  and  others,  of  Jamestown,  N.  Y.,  well  known  in  west- 
ern New  York  for  their  energy  and  liberality  in  pushing  forward  needed 
public  improvements,  caused  surveys  of  the  route  to  be  made  in  Novem- 
ber and  December,  1850.  Nothing  farther  was  done  until  July,  1851, 
when  a company  with  the  above  title  was  formally  organized,  and  in 
March,  1852,  the  line  of  road  was  located.  In  May,  1853,  the  whole 
line  from  Salamanca  to  Ashville,  a distance  of  38  miles,  was  under  con- 
tract for  construction,  and  the  grading  progressing  favorably.  On  ac- 
count of  financial  difficulties  the  work  was  very  much  retarded ; still,  the 
grading  was  pushed  along  with  considerable  energy  until  January,  1855, 
when  all  work  was  discontinued,  the  means  of  the  company  having  be- 
come exhausted. 

The  Meadyille  Railroad. — In  July,  1857,  certain  citizens  of 
Meadville,  Pa.,  organized  a railroad  company,  under  the  above  title,  to 
construct  a road  through  the  counties  of  Crawford  and  Mercer,  Pa, 

9 


66 


Prominent  in  this  movement  we  find  such  public  spirited  gentlemen 
as  William  Reynolds,  Esq.,  Gen.  John  Dick,  Hon.  Gaylord  Church,  J. 
J.  Shryock,  Esq.,  Jas.  R.  Dick,  Esq.,  Hon.  D.  A.  Finney  and  others  of 
Meadville,  Pa. 

In  pursuance  of  the  powers  granted  this  Company  in  their  charter, 
a purchase  was  made  of  all  the  property,  privileges,  rights,  and  fran- 
chises of  the  Pittsburgh  & Erie  Railroad  Company  within  the  counties 
above  mentioned,  which  embraced  the  line  of  proposed  road. 

The  usual  preliminary  proceedings  connected  with  an  enterprise  of 
this  kind  were  not  fully  completed  until  sometime  in  the  year  1858,  when, 
for  a period  of  several  months,  very  little  was  done  to  push  forward  this 
great  public  work,  which  the  rapidly-growing  business  of  north-western 
Pennsylvania  so  much  required. 

Franklin  and  Warren  Railroad. — A company  was  organized 
in  Ohio,  in  June  1851,  to  build  a road,  with  the  above  title,  from  Frank- 
lin, Portage  county,  to  Warren,  Trumbull  county,  Ohio,  with  power  to 
extend  said  road  to  a point  in  the  eastern  line  of  the  State  of  Ohio, 
north-east  of  Warren,  Trumbull  county,  and  south-westerly  to  Dayton. 

Prominent  in  this  scheme  were  such  well-known  citizens  of  Ohio,  as 
Thos.  Earl,  Esq.,  Zenas  Kent,  Esq.,  Marvin  Kent,  Esq.,  of  Portage 
county;  L.  V.  Bierce,  Esq.,  D.  Upson,  Esq.,  of  Summit  county ; F. 
Kinsman,  Esq.,  Hon.  R.  P.  Ranney,  and  J.  W.  Tyler,  Esq.,  of  Trum- 
bull county. 

In  1852  and  1853,  little  more  was  done  than  to  complete  the  organi- 
zation of  the  Company,  securing  subscriptions  to  the  capital  stock,  etc. 

In  July  1853,  operations  were  actively  commenced  along  the  whole 
line.  The  construction,  however,  was  retarded  from  its  commencement 
by  financial  and  other  embarrassments  attending  a work  of  this  magni- 
tude. 

The  Atlantic  and  Great  Western  Railways. — During  the 
summer  of  1852,  some  gentlemen  in  Pennsylvania  and  Ohio  proposed 
the  project  of  continuing  the  broad  gauge  of  the  Ohio  and  Mississippi 
railroad  through  Ohio,  north-western  Pennsylvania,  and  south-western 
New  York,  to  connect  with  the  New  York  & Erie  Railroad.  An  exam- 
ination of  the  country  for  a road  was  made,  when  it  was  found  that  the 
best  route  was  that  which  would  use  the  Erie  & New  York  City  road 
from  a point  east  of  the  mouth  of  Little  Valley  Creek  to  near  Ashville, 
N.  Y.,  about  41  miles  from  the  above  starting  point,  and  about  8 miles 
from  the  southern  line  of  the  State  of  New  York,  thence  running  south- 
westwardly  through  Meadville,  Pa.,  Warren,  Kent,  Akron,  and  Gabon 
to  DaytoD,  Ohio  a total  distance  of  38$  miles. 

This  grand  plan  for  a great  broad  guage  through  line  from  the  city 
of  New  York  to  the  city  of  St.  Louis,  1,200  miles  in  length,  was  sub- 
mitted, in  November,  1856,  to  the  directors  of  the  three  local  companies 
above  referred  to,  and  favorable  action  taken  thereon. 

In  September,  1854,  the  Franklin  and  Warren  railroad  company 
availed  itself  of  the  provisions  of  an  act  enacted  by  the  General  Assem- 
bly of  the  State  of  Ohio,  January  12,  1853,  authorizing  incorporated 
companies  to  change  their  names,  and  adopted  the  name  of  u The  At- 
lantic & Great  Western  Railroad  Company.” 


67 


la  the  spring  of  1858,  the  Meadville  Railroad  Company,  by  authority 
of  the  Legislature  of  the  State  of  Pennsylvania,  changed  its  corporate 
uame  to  “The  Atlantic  & Great  Western  Railroad  Company  of  Penn- 
sylvania.” 

In  the  month  of  May,  1859,  a company  was  organized  in  the  State 
of  New  York,  under  the  name  of  “The  Atlantic  & Great  Western  Rail- 
road Company  in  New  York/’  which  purchased,  in  1860.  of  the  before- 
mentioned  Erie  & New  York  City  Railroad  Company,  38  miles  of  their 
road,  being  that  portion  of  the  line  in  the  State  of  New  York  extending 
from  Salamanca  to  near  Ashville.  These  38  miles,  with  11  miles  of  new 
line,  make  up  the  entire  lengtu  of  line  of  the  “Atlantic  & Great  Western 
Railroad  Oompauy  in  New  York”  in  the  State  of  New  York. 

This  uniformity  of  name  of  the  three  companies  was  considered  es- 
sential, as  it  was  intended  to  work  the  entire  line  as  one,  in  so  far  as  it 
could  be  done  by  contracts,  one  with  the  other,  as  there  was  at  that 
time  no  law  in  either  of  the  respective  States  authorizing  a legal  consoli- 
dation. 

Each  company  made  contracts  for  the  building  of  their  respective 
roads  . the  companies  in  New  York  and  Pennsylvania  with  Doolittle  and 
Streator,  and  the  company  in  Ohio  with  Henry  Doolittle,  gentlemen  of 
indomitable  energy  and  business  tact. 

The  history,  thus  far,  of  this  line  of  road  has  been  hastily  sketched, 
with  a view  to  make  clear  to  the  interested  reader  how  the  present  great 
line  of  railway  became  a reality. 

Negotiations  were  commenced  in  Europe,  in  the  fall  of  1858,  with 
James  McHenry,  Esq.,  for  the  necessary  means  to  cary  on  the  work.  In 
the  fall  of  that  year,  at  the  instance  of  Mr.  McHenry,  T.  W. 
Kennard,  Esq.,  a civil  engineer  of  prominence  in  England  came 
out  to  make  an  exploration  of  the  entire  line.  He  performed  his  work 
most  thoroughly ) and,  upon  the  receipt  of  his  report  by  Mr.  McHenry, 
preparations  were  made  for  actively  commencing  operations.  Mr.  Ken- 
nard came  out  as  the  agent  and  attorney  of  Mr.  McHenry,  and  also  as 
engineer-in-chief  of  the  whole  work. 

On  the  20th  day  of  April,  1860,  a corps  of  engineers  commenced 
their  labors  at  Jamestown,  N.  Y.,  and  on  the  26th  day  of  the  same  month 
a second  corps  commenced  at  the  junction  with  the  New  York  & Erie 
Railroad  at  Salamanca.  On  the  27th  the  contractors  commenced  grad- 
ing, and  May  8,  1860,  the  first  rail  was  laid,  and  the  first  spike  driven. 
During  the  same  month  a construction  train  was  put  on  the  work,  and 
on  July  3d,  of  the  same  year,  17  miles  of  track  was  laid  to  Randolph, 
N.  Y.  On  the  25th  day  of  August  following,  the  track  was  laid  across 
Main  street,  in  the  village  of  Jamestown,  N.  Y.,  34  miles  from  Sala- 
manca ; and  in  the  afternoon  of  that  day  an  excursion  train  arrived  from 
the  city  of  New  York,  containing  the  chief  officers  of  the  New  York  & 
Erie  Railroad  Company,  and  other  gentlemen.  In  May,  1861,  another 
link  was  opened,  from  Jamestown,  N.  Y.,  to  Corry,  Pa.,  a distance  of  27 
miles  from  the  former  place,  and  61  miles  from  Salamanca.  On  the  27th 
day  of  the  same  month  regular  trains  commenced  running  over  this  por- 
tion of  the  road. 

In  1861  the  contracts  for  the  completion  of  the  entire  line  passed 
into  the  hands  of  Mr.  McHenry ; but  the  work  was  suspended  from 


68 


June  1st,  1861,  to  March  13th,  1862,  when  the  engineers  were  again 
placed  upon  the  line  in  Pennsylvania.  The  construction  was  now  driven 
forward  with  energy  under  the  immediate  supervision  of  Mr.  Kennard. 
.On  the  21st  day  of  October,  1862,  the  road  was  opened  to  Meadville, 
Pa.,  41  miles  distant  from  Corry,  and  102  miles  from  Salamanca. 

During  this  time  the  work  was  progressing  in  Ohio,  not  very  rapidly, 
however ; but  in  the  spring  of  1862  it  was  energetically  commenced. 

January  4th,  1863,  another  section  of  the  road  was  opened,  from 
Meadville,  Pa.,  to  Warren,  0.,  59  miles  from  the  former  place,  and  161 
miles  from  Salamanca. 

February  23d  following,  the  track-laying  was  completed  to  Ravenna, 
and  on  the  18th  of  May  express  trains  commenced  running  regularly  to 
this  point ; and,  eight  days  subsequently,  the  broad  gauge  cars  reached 
Akron,  202  miles  from  Salamanca. 

On  the  30th  of  this  same  month  the  track-layers  completed  the  track 
on  the  Franklin  Branch  (Meadville  to  Franklin,  Pa.),  25  miles. 

The  work  accomplished  during  the  year,  so  briefly  referred  to,  is 
without  parallel  in  the  history  of  railroads.  When  we  consider  the 
great  scarcity  of  laborers,  the  army  absorbing  able-bodied  men  to  the 
extent  that  it  became  necessary  to  keep  agents  in  Canada  and  Ireland  to 
send  them  out  for  this  particular  work  by  the  ship-load,  the  building 
and  bringing  into  active  operation  so  many  miles  of  road  in  so  short  a 
period  of  time  may  well  be  called  a wonderful  achievement. 

Although  we  have  now  reached  Akron,  the  work  does  not  lag,  but 
is  being  carried  on  with  the  same  resistless  energy  that  characterizes  all 
the  movements  of  this  young,  but  powerful  and  influential  corporation. 

We  find  that,  in  the  month  of  October,  1863,  this  Company  (we  speak 
of  these  three  companies  as  one,  because  they  are  one  in  interest,  and 
are  working  in  harmony,  with  but  one  object  in  view)  leased  for  99  years 
the  Cleveland  & Mahoning  Railroad,  extending  from  Cleveland  south- 
erly to  Youngstown,  0.,  67  miles.  This  road  has  a narrow-gauge  track 
crossing  the  Atlantic  & Great  Western  Railroad  at  Leavittsburg,  0.,. 
a point  50  miles  south  of  Cleveland.  The  Atlantic  & Great  Western 
Railroad  Company  laid  a rail  on  either  side  of  the  narrow  track,  thus 
carrying  the  broad-gauge  into  the  Forrest  City,  and  enabling  them  to 
announce,  on  the  3d  of  November,  1863,  the  arrival  of  a broad-gauge 
train  from  the  city  of  New  York. 

On  the  27th  of  December  of  this  year  the  last  rail  between  Akron 
and  Gabon  was  spiked,  82  miles  of  additional  road  being  thereby  brought 
into  use. 

In  June,  1864,  a special  train  reached  Dayton,  and  a connection  was 
made  with  the  Ohio  & Mississippi  Railroad  at  Cincinnati,  over  the  broad- 
gauge  track  of  the  Cincinnati,  Hamilton  & Dayton  Railroad,  from  Day- 
ton  to  Cincinnati,  which  had  been  provided  by  that  company  for  the 
business  of  the  Atlantic  & Great  Western  Railway. 

In  August  of  the  same  year,  a train  was  run  from  New  York  to  St. 
Louis,  1,200  miles  of  broad-gauge,  in  47  hours. 

Work  on  this  great  line  was  commenced  about  May  1st,  1860.  In 
June  1864,  the  track  was  completed  to  Dayton,  388  miles;  also  from 
Leavittsburg  to  Cleveland,  50  miles ; and  from  Meadville  to  Franklin, 
25  miles.  From  June,  1861,  to  April,  1862,  work  was  suspended; 


69 


Eerefore  we  have  463  miles  of  road  built  aud  brought  into  active 
jperation  in  a period  of  about  38  months. 

The  entire  main  line  of  the  three  companies  is  as  follows : 


.Vlain  line  of  the  Atlantic  & Great  Western  Ry.  Co.  in  N.  Y.: 

Salamanca  to  the  N.  Y.  and  Pa.  State  line 49  miles 

Vlain  line  of  the  Atlantic  & Great  Western  Ry.  Co.  of  Pa.: 

N.  Y.  and  Pa.  State  line  to  Pa.  and  Ohio  State  line 92  “ 

Vlain  line  of  the  'Atlantic  & Great  Western  Ry.  Co.  Ohio  : 

Ohio  and  [Pa.  State  line  to  Dayton 247  “ 

Total  main  line 388  miles 

In  addition  to  the  above  main  line  in  the?  three  States  of  New  York, 
Pennsylvania,  and  Ohio,  we  have  the  following  branches  : 

Franklin  Branch,  from  Meadville  to  Oil  City,  Pa 32  miles 

lYIahoning  and  Cleveland  Branches,  the  Cleveland  and  Ma- 
honing Railroad  leased  for  99  years,  viz.  : Cleveland 

Branch  from  Leavittsburg  to  Cleveland,  Ohio 50  “ 

Vlahoning  Branch  from  Leavittsburg  to  Youngstown,  Ohio. . 17  “ 

Hubbard  Branch,  being  a branch  of  the  above  Cleveland  & 

Mahoning  Railroad,  from  Youngstown  to  Coal  Mines,  Ohio  14  “ 

Silver  Creek^  Branch  from  near  Wadsworth  to  Coal  Mines,  0.  6 “ 

Total  miles  of  branches 119 

‘‘  main  line * 388 

Total  miles  operated 507 


In  August,'*  1865,  the  companies  of  the  three  roads  were  consolidated 
mder  the  provisions  of  Acts  of  Consolidation  passed  by  the  respective 
Legislatures  of  the  three  States  of  New  York,  Pennsylvania,  and  Ohio, 
'ncluded  in  the  consolidation  is  a branch  ;road,  heretofore  known  as 
:‘The  Buffalo  Extension  of  the  Atlantic  & Great  Western  Railway  Com- 
>any,”  leaving  the  main  line  of  the^  consolidated  roads  at  Randolph, 
Sew  York,  17  miles  west  of  Salamanca,  and  extending  to  Buffalo,  a dis- 
ance  of  about  67  miles.  This  branch  was  to  have  been  completed  in 
1866,  and  will  when  built,  form  a connection  with  the  Erie  & Niagara 
lailroad  in  Canada,  crossing  the  Niagara  River  near  Buffalo. 


Showing  the  Capital  of  the  Atlantic  & Great  Western  Railway  Co.,  October  31,  1866. 


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♦The  Capital  of  the  Consolidated  Company,  as  authorized  by  the  Articles  of  Consolidation  is  $30,000,000,  of  which  $19,423,681  64  was  held 
as  a reserve,  to  redeem  the  Divisional  Stock  outstanding,  at  the  date  of  Consolidation. 


Showing  the  Mortgage  Debt  of  the  Atlantic  & Great  Western  Railway,  October  31,  1866. 


71 


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ACCOUNT  No.l. 

Capital  Account,  showing  the  Receipts  and  Expenditures  on  account  of  Capital  to  October  31,  1866. 


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ACCOUNT  No.  *6 . 

Condensed  General  Balance  Sheet,  October  31,  1866. 


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Oct.  1, 1865.  No  explanation  given  as  to 


TABLE  A. 


Construction  Account  to  October  31,  1866. 

Office  Expenses $174,657  01 

Engineering 1,655,899  43 

Agencies 287,980  00 

Right  of  Way - 1,036,662  89 

Grading  and  Masonry 7,8S0,102  51 

Truss  Bridges  883,695  32 

Superstructure 4,813,153  79 

Fencing 570,134  73 

Chairs  and  Spikes.. 748,389  60 

Iron  . 5,774,921  62 

Telegraph 67,634  13 

Passenger  and  Freight  Houses 755,645  21 

Water  Stations  and  Wood  Sheds 375,452  21 

Machine  and  Work  Shops  533,660  60 

Machinery  and  Tools  in  Shops 299,701  84 

Engine  Houses 174,463  91 

Locomotives  and  Tenders. 2,882,781  46 

Passenger,  Baggage  and  Mail  Cars 753,364  37 

Freight  Cars 3,187,021  74 

Gravel  and  Hand  Cars 103,028  99 

Sundry  Buildings 11  63 

Dwelling  Houses 7,206  68 

Dining  Saloons  and  Hotels 66,942  70 

Water  and  Gas  Works 32,241  34 

General  Interest  and  Exchange 949,042  73 

Taxes 5,391  88 

Contingencies 111,515  95 

Interest  on  Bonds 4,521,288  20 

Interest  on  Stock 456,373  45 

Discount  on  Bonds 3,341,795  59 

Premium  on  Gold 47,519  01 

Profit  and  Loss 37,204  66 

General  Construction,  Undistributed  Items 13,822,674  97 


Total, 


$56,357,560  15 


76 


T ABLE 


SHOWING  THE  EARNINGS  AND  DETAILED  SOURCES  FROM  WHENCE 


JANUARY. 

FEBRUARY. 

MARCH. 

APRIL. 

MAY. 

EARNINGS : 

Freight 

$383,664  81 

$308,165  62 

$257,699  59 

$264,995  24 

$322,124  63 

Storage 

1,194  95 

2,106  29 

151  90 

340  67 

1 

1,148  39 

PASSENGER  EARNINGS: 

Passengers 

83,716  36 

100,539  54 

115,890  11 

120,485  58 

117,570  00 

Mails 

3,666  66 

3,666  67 

3,666  67 

3,666  66 

3,666  67 

Express 

8,289  94 

223  20 

6,588  92 

302  21 

10,193  41 

292  89 

11,381  79 

293  05 

Extra  Baggage 

237  87 

Military  Earnings 

81  72 

2,334  25 

970  54 

57  21 

43  53 

Mileage  of  Cars 

2,968  04 

111  00 

> 

7,612  67 

340  97 

12,314  09 

175  47 

7,619  62 

659  47 

Rents 

720  80 

Totals 

$475,641  41 

$433,279  15 

$385,990  74 

$412,521  22 

$464,507  15 

77 


B. 


DERIVED  FOR  THE  TEN  MONTHS  ENDING  OCTOBER  31st,  1866. 


JUNE. 

JULY. 

AUGUST. 

SEPTEMBER. 

OCTOBER. 

TOTALS, 

$351,061  73 

$326,311  44 

$416,319  77 

$416,387  37 

$417,373  71 

$3,464,103  91 

1,694  25 

2,396  27 

2,234  43 

1,919  68 

1,625  09 

14,811  92 

$3,478,915  83 

114,897  78 

112,485  60 

106,488  31 

99,677  23 

145,029  36 

1,116,779  87 

3,666  67 

3,666  66 

3,666  67 

3,666  67 

3,666  66 

36,666  66 

10,969  36 

7,351  19 

8,382  64 

6,885  19 

8,119  75 

78,162  19 

384  81 

286  85 

238  82 

255  64 

309  33 

2,824  67 

4,568  00 

21  18 

14,284  90 

9 49 

462  56 

22,833  38 

1,257,266  77 

5,486  89 

513  88 

12,481  49 

1,897  53 

8,810  12 

8,163  19 

3,259  23 

1,089  04 

20,887  05 

2,196  71 

81,439  20 

15,868  06 

$493,243  37 

$466,898  21 

$568,588  85 

$533,149  54 

$599,670  22 

$4,883,489  86 

TABLE  0. — Transportation  Expenses  for  the 


- Distribution  of  Accounts. 

JANUARY. 

FEBRUARY. 

MARCH. 

APRIL. 

Office  and  Station  Expenses. 

Station  office  expenses  and  stationery 

General  do.  do.  do 

Station  agents  and  clerks  

General  office  clerk* 

Labor,  loading  and  unloading 

Cost  of  Running. 

Porters,  watchmen  and  switchmen 

Wood  and  water  station  attendance 

Fuel,  passenger  engines 

do.  freight  do 

Pass,  conductors,  baggage  and  brakemen . . 

Freight  conductors  and  brakemen 

Passenger  enginemen  and  firemen 

Freight  do.  do 

Oil  and  waste  for  pass,  eng’s  and  tenders.. 
Do.  do.  freight  do.  do. 

Do.  do.  pass,  and  baggage  cars 

Do.  do.  freight  cars 

General  Expenses. 

Loss  and  damage  of  goods  and  baggage. . . . 
Damages  for  injuries  to  persons 

$5,632  94 
3,445  64 
12,184  ST 
4,285  05 
8,291  89 

$5,999  65 
5,184  38 
11,645  32 
4,258  86 
5,669  07 

$4,156  57 
4,999  09 
10,903  86 
4,453  86 
6,905  07 

$3,182  01 
1,843  28 
11,441  04 
4,400  45 
5,739  71 

33,840  39 

32,757  2S 

31,418  45 

26,606  49 

11,333  78 
4,961  49 
16,243  00 
26,317  92 
8, 1S5  99 
17,910  39 
7,372  18 
19,168  30 
1,627  19 
4,778  05 
1,252  46 
1,361  86 

11,652  27 
3,500  12 
14,288  00 
22,127  15 
7,233  05 
17,292  14 
6,858  47 
17,413  05 
1,529  25 
4,053  53 
1,064  75 
1,5S6  36 

11,425  96 
4,482  38 
14,154  00 
20,524  50 
7,738  42 
17,485  48 
7,449  09 
18,944  01 
1,653  61 
4,469  51 
2,329  01 
2, 122  57 

11,121  85 
3,583  86 
15,275  00 
21,605  00 
8,216  99 
15,862  84 
7,292  18 
17,S56  35 
1,448  77 
3,993  10 
1,389  14 
1,348  27 

120,512  61 

108,598  14 

112,778  54 

108,993  35 

4,036  63 
1,276  00 
19  00 
175  00 
9,013  31 
19,497  46 

2,383  77 
219  00 
18  00 
148  00 
8,275  78 
12,448  72 

5,569  29 
853  00 

2,334  84 
1,140  50 

Stock  killed  land  injured. 

General  superintendence 

Contingencies 

Repairs  of  Engines  and  Cabs. 

Passenger  engines  and  tenders 

Freight  do.  do 

Passenger,  baggage  and  mail  cars 

Freight  cars 

Tools  and  machinery  in  shops 

Incidental  expenses  about  shops 

Repairs  of  Track  and  Roadway. 
Road-bed 

55  00 
8,331  65 
9,259  50 

1,190  50 
7.781  65 
7,729  55 

34,017  40 

23,493  27 

24,068  44 

20,177  04 

10,316  79 
30,330  49 
11,042  14 
18,283  50 
2,529  77 
10,591  24 

9,704  84 
28,683  74 
9,415  41 
17,858  73 
2,110  61 
7,124  68 

9,698  80 
32,081  24 
11,659  15 
18,218  84 
3,932  OS 
12,468  30 

8,937  66 
31,528  14 
13,312  54 
17,603  93 
2,734  75 
9,176  00 

83,093  93 

74,898  01 

88,058  41 

83,293  02 

5,518  07 
33,148  18 
108  88 ; 

3,441  44 
49,576  01 
1,402  95 

7,046  20 
43,853  89 
697  14 

2,682  27 
36,522  34 
996  79 

Track 

Fences  and  gates 

Repairs  of  Structures. 

Truss  bridges 

Passenger,  wood  and  water  stations 

E.  and  C,  houses,  M.  and  W.  shops 

Rented  structures 

Incidental. 

Superintendence  and  office  expenses 

State  and  town  taxes 

Internal  Revenue  taxes 

Rents  paid 

38,775  13 

51,420  40 

51,597  23 

40,201  40 

3.413  69 

4.414  50 
1,252  99 

51  58 

s 469  10 
996  37 
527  03 
30  88 

1,212  17 
2,472  80 
2,432  95 
7 89 

1,222  14 
2,182  02 
732  43 
38  66 

9,132  76 

2,023  38 

6,125  81 

4,175  25 

2,714  38 
461  21 
12,696  81 
3,080  24 

2,136  38 
2,435  11 
13,054  69 
1,168  14 

1,310  31 
120  06 
10,450  15 
599  99 

1,350  66 

16,015  77 
1,164  62 

Miscellaneous. 

Expenses  operating  telegraph 

Exchange 

18,952  64 

18,794  32 

12,480  51 

18,531  05 

3,891  64 
35  00 
118  50 
2,956  05 
801  16 

2,905  62 

3,226  12 

4,438  55 

Insurance 

1,869  18 
2,198  09 
297  25 
945  13 
1,475  00 
4,243  21 
4,914  89 

10,750  00 
2,012  79 
407  62 
363  35 

* 4,323  93 
29  00 

Advertising 

Legal  expenses 

Agency 

Patents 

General  through  freight  agent 

Foreign  agents  and  commissions 

* Credit  deducted. 

Grand  Total 

5,386  20 
2,152  22 

6,611  36 
5,424  07 

6,162  54 
5,030  41 

15,340  77 

18,848  37 

28,795  31 

19,984  43 

$353,665  63 

$333,833  17 

$355,322  70 

$321,962  03 

79 


Ten  Months  ending  December  31,  1866. 


MAT. 

JUNE. 

JULY. 

AUGUST. 

SEPTEMBEE. 

OOTOBEB. 

TOTALS. 

$3,827  53 

$3,458  13 

$3,962  09 

$3,027  90 

$3,945  56 

$17,952  62 

$55,145  00 

3,074  69 

2,919  87 

1,888  71 

1,522  20 

3,357  68 

2,322  15 

30,557  69 

10,807  01 

10,834  60 

10,814  76 

11,244  70 

10,574  42 

10,717  84 

111,168  42 

4,376  65 

4,700  57 

4,393  40 

4,286  66 

4,356  75 

4,379  87 

43,892  12 

7.810  48 

6,094  95 

7,627  42 

6,690  94 

8,165  44 

8,962  55 

71,857  52 

29,896  36 

28,008  12 

28,586  38 

26,772  40 

30,399  85 

44,335  03 

312,620  75 

9,416  43 

11,478  26 

11,614  83 

12,058  45 

13,000  12 

12,823  76 

115,925  71 

4,231  62 

3,757  50 

3,442  89 

4,138  48 

3,844  01 

3,522  28 

39,464  63 

13,801  00 

13,421  00 

12,753  00 

11,374  00 

13,347  64 

25,972  71 

150,629  35 

21,596  00 

21,329  00 

20,886  00 

19,889  00 

22,736  08 

27,582  59 

224,593  24 

9,119  86 

8,426  71 

8,575  89 

6,898  30 

6,266  66 

7,032  85 

77,694  72 

16,912  36 

17,885  82 

16,528  47 

16,605  77 

17,335  40 

18,416  66 

172,235  33 

6,990  71 

8,100  80 

6,815  36 

7,135  80 

7,102  78 

7,353  23 

72,470  60 

17,499  14 

16,829  54 

17,306  57 

18,388  52 

18,903  99 

19,392  41 

180,701  88 

1,439  20 

1,576  59 

1,416  63 

1,435  26 

1,285  78 

1,380  71 

14,792  99 

3,700  80 

4,155  34 

4,059  79 

4,122  39 

3,970  43 

4,157  84 

41,460  78 

1,976  79 

1,694  83 

1,405  87 

1,341  12 

1,262  12 

861  40 

14,477  49 

1,589  48 

1,476  12 

1,224  27 

1,482  40 

1,564  85 

1,461  06 

15,217  24 

108,273  39 

109,031  51 

106,029  57 

104,869  49 

110,619  86 

129,957  50 

1,119,663  96 

2,859  51 

4,928  08 

1,867  40 

[993  36 

2,839  33 

16,740  30 

44,552  51 

139  00 

1,711  00 

1,066  80 

323  36 

1,251  90 

2,831  13 

10,811  69 

116  09 

116  00 

61  83 

330  92 

237  00 

408  50 

96  00 

535  00 

1,179  24 

4,024  24 

7,511  67 

7,581  65 

6,128  34 

6,168  34 

6,196  65 

7,033  34 

74,022  38 

7,688  13 

8,006  92 

8,490  87 

10,263  48 

14,273  80 

28,313  63 

125,972  06 

18,435  31 

22,752  24 

17,649  41 

17,864  54 

25,158  51 

56,097  64 

259,713  80 

14,546  98 

10,053  83 

7,296  01 

10,974  74 

$10,953  16 

9,364  45 

101,844  26 

26,693  54 

25,758  76 

31,453  51 

30,895  67 

26,160  32 

26,580  43 

290,165  84 

15,639  78 

11,125  51 

12,301  88 

13,137  28 

15,319  13 

14,625  76 

127,578  58 

19,730  65 

20,475  19 

21,414  91 

21,045  54 

19,958  02 

21,964  31 

196,554  62 

2,424  88 

2,043  09 

2,375  69 

2,449  42 

1,922  07 

2,498  93 

25,021  29 

8,495  09 

9,230  71 

8,276  96 

8,491  43 

7,086  53 

11,557  08 

92,498  02 

87,530  92 

78,684  09 

83,118  96 

86,994  08 

81,400  23 

86,590  96 

833,662  61 

4,304  09 

3,615  88 

4,427  81 

3,510  00 

9,889  30 

4,802  11 

49,237  17 

43,820  22 

41,557  90 

34,630  30 

55,579  49 

54,510  46 

69,739  37 

462,938  16 

575  18 

1,016  15 

795  94 

530  43 

641  59 

1,210  80 

7,975  85 

48,699  49 

46,189  93 

39,854  05 

59,619  92 

65,041  35 

75,752  28 

520,151  18 

192  53 

941  68 

1,680  19 

2,625  45 

616  55 

1,473  91 

13,847  41 

1,170  12 

1,116  42 

1,931  24 

2,354  40 

1,637  17 

1,795  16 

20,070  20 

277  14 

316  90 

883  68 

319  56 

836  06 

1,819  10 

9,397  84 

2 80 

26  28 

161  37 

32  82 

46  66 

398  94 

1,642  59 

2,375  00 

4,521  39 

5,460  78 

3,122  60 

5,134  83 

43,714  39 

1,874  93 

1,845  30 

3,201  35 

3,434  23 

3,297  43 

3,977  76 

25,142  73 

2,193  31 

51,742  69 

643  19 

513  89 

4,826  76 

35,833  27 

98,769  49 

12,528  70 

13,637  58 

12,430 13 

2,536  10 

2,854  22 

3,212  30 

99,416  45 

748  98 

1,006  45 

1,869  64 

2,409  24 

173  36 

1,613  29 

13,833  96 

17,345  92 

68,232  02 

18,144  31 

8,893  46 

11,151  77 

44,636  62 

237,162  62 

3,500  20 

2,716  79 

2,770  48 

2,663  15 

3,049  90 

3,189  41 

32,351  86 

1,799  37 

2,034  84 

358  76 

* 480  67 

614  86 

550  61 

4,912  77 

81  78 

651  86 

13,471  32 

3,511  28 

2,658  81 

3,890  89 

2,992  85 

932  81 

3,454  76 

28,932  26 

1,507  32 

2,763  11 

43*38 

90  97 

2,884  96 

5,744  87 

14,569  64 

479  89 

13  60 

87  75 

1,889  72 

1,260  50 

lio  oo 

2,846  50 

5,077  27 

5,500  46 

5,250  24 

7,869  38 

9,277  04 

8,456  34 

63,834  04 

2,206  48 

3,281  57 

2,450  16 

2,825  58 

1,735  61 

2,942  82 

32,963  81 

19,424  09 

18,969  18 

14,763  91 

15,961  26 

18,605  18 

25,078  42 

195,770  92 

$331,248  07 

$374,242  09 

$312,667  98 

$326,435  93 

$345,499  35 

$467,583  28 

$3,522,460  23 

Materials  and  Supplies  on  Hand,  October  31,  1866. 


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11 


TABLE  No.  1. 

SHOWING  THE  THROUGH  AND  WAY  PASSENGER  TRAFFIC,  FOR  THE  TEN  MONTHS  ENDING  OCTOBER  31,  1866 


82 


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Balance,  passenger  earnings,  as  per  revenue  account  No.  2 $1,257,266  77 


84 


TABLE  No.  2. 

Statement  showing  the  amount  of  Passenger  Business  derived  from  other 
Transportation  Companies  for  the  ten  months  ending  Oct . 31, 1866. 


Name  of  Transportation  Company. 


Burlington  & Missouri  River  R.  R 

Boston  & Worcester  R.  R 

Bellefontaine  R.R 

Catawisea  R.  R 

Columbus  & Indianapolis  Central  R R. . . 

Central  R.  R.  of  New  Jersey 

Cleveland  & Pittsburgh  R.  R 

Cleveland  & Toledo  R.  R 

Chicago  & Nor.  Western  R.  R 

Chicago,  Rock  Island  & Pacific  R.  R — 
Chicago,  Burlington  & Quincy  R R. . . . 

Chicago  & Alton  R.  R 

Chicago  & Great  Eastern  R R 

Delaware,  Lackawanna  & Western  R.  R. 

Des  Moines  Valley  R.  R 

Erie  Railway 

Erie  & Pittsburgh  R.  R 

Evansville  & Crawfordsville  R.  R 

Hannibal  & St.  Joseph  R.  R 

Illinois  Central  R R 


Indianapolis  & Cincinnati  R.  R 

Jeffersonville  R.  R 

Kentucky  Central  R.  R 

Lafayette  & Indianapolis  R.  R 

Louisville  & Nashville  R.  R 

Louisville  & New  Albany  R.  R. 

Michigan  Southern  & Nor.  Indiana  R.  R. 

Milwaukee  & St.  Paul  R.  R 

Milwaukee  &Prarie  du  Chien  R.  R 

Mississippi  Central  R.  R * 

Mobile  & Ohio  R.  R 

Northern  Central  R.  R 

New  York  Central  R.  R 

New  Orleans,  Jackson  & Gt.  Nor.  R.  R. 

Nashville  & Chattanooga  R.  R 

North  Missouri  R.  R 

Oil  Creek  R.  R 

Ohio  & Mississippi  R.  R 

Oil  City  & Pit  Hole  R.  R 

Philadelphia  & Erie  R.  R 

Pennsylvania  R.  R 

Pittsburgh,  Ft.  Wayne  & Chicago  R.  R. 

Pacific  R.  K 


Sandusky,  Mansfield  & Newark  R.  R. . . 

Toledo,  Wabash  & Western  R.  R 

Toledo,  Peoria  & Warsaw  R.  R 

Terre  Haute  & Indianapolis  R.  R 

St.  Louis,  Alton  & Terre  Haute  R.  R — 
Atlantic  & Mississippi  Steam  Ship  Co. . . 

Michigan  Central  Steamers 

Memphis  & St.  Louis  Packet  Co 

United  States  Mail  Line  Steamers 


Totals. 


Connecting  Stations. 


Cleveland 

Salamanca 

Galion 

Salamanca 

Urbana 

Corry 

Ravenna 

Cleveland 

Cleveland  & Mansfield 
Cleveland  & Mansfield 
Cleveland  & Mansfield 
Cleveland  & Mansfield 

Urbana 

Salamanca 

Cleveland 

Salamanca 

Greenville 

Cincinnati  & Urbana. . 
Cleveland,Cin.,  Urbana 
f Cleveland,  Cin.,  ) 
(Urbana,  Mansfield.) 

Cincinnati 

Cin.,  Galion  & Urbana, 

Cincinnati 

Urbana 

Cincinnati 

Cincinnati 

Cleveland 

Cleveland 

Cleveland 

Cincinnati 

Cincinnati,  Urbana 

Salamanca,  Corry 

Corry 

Cincinnati 

Cincinnati 

Cincinnati 

Corry 

Cincinnati 

Oil  City 

Corry 

Corry  & Mansfield 

Greenville  & Mansfield, 
f Cin.,  Cleveland,.) 

( Mansfield j 

Mansfield 

Cleveland 

Cleveland 

Urbana 

Cin.,  Urbana,  Galion.. 

Cincinnati 

Cleveland 

Cincinnati. 

Cincinnati 


Passen- 

Revenue. 

gers. 

4 

$22  10 

58 

383  61 

53 

404  45 

393 

1,670  65 

273 

1,968  27 

278' 

724  15 

302 

608  10 

914 

4,236  40 

442 

2,290  61 

118 

524  82 

105 

383  01 

38 

206  15 

16 

114  49 

80! 

270  95 

20 

97  96 

31,117 

177,285  70 

3,886 

6,655  28 

56 

727  36 

94 

779  89 

820 

10,121  49 

12 

130  30 

157 

1,734  67 

39 

482  78 

1 

9 95 

129 

1,618  83 

9 

99  63 

1,862 

8,426  28 

119 

612  69 

106 

556  75 

17 

230  35 

101 

1,349  20 

349 

875  55 

32 

66  18 

279 

3,620  82 

7 

47  89 

4 

29  09 

3,177 

19,014  15 

1,124 

12,064  9Q 

401 

1,025  80 

2.683 

4,922  30 

1,055 

2,886  79 

13,378 

36,331  51 

94 

1,026  60 

106 

478  81 

230 

1,116  20 

8 

40  53 

6 

59  82 

223 

1,839  61 

134 

1,699  05 

483 

2,049  76 

72 

793  11 

326 

3,882  61 

65,784 

.$318,600  95 

Showing  the  Freight  Traffic  and  Mileage  for  the  Ten  Months  ending  October  31,  1866. 


85 


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86 


TABLE  No.  4. 

SHOWING  THE  THROUGH  AND  WAY  FREIGHT  TRAFFIC  FOR  THE  TEN 
MONTHS  ENDING  OCTOBER  31,  1866. 


THROUGH  FREIGHT. 


MONTHS. 

EASTWARD. 

WESTWARD. 

TOTAL  BOTH  WAYS. 

Tons. 

Revenue. 

Tons. 

Revenue. 

Tons. 

Revenue. 

January 

February 

March 

April 

May 

June 

July 

August 

September 

October 

5,692 

5,^77 

9,330 

8,324 

7,388 

6,855 

6,694 

10,082 

11,677 

12,544 

$36,308  49 
28,995  72 
36,388  92 
32,211  04 
30,290  14 
31,297  60 
31,338  09 
45,490  18 
56,836  50 
63,423  40 

5,509 

7,441 

9,256 

10,700 

8,067 

8,709 

8,518 

11,090 

12,553 

9,727 

$45,523  49 
50,809  75 
70,199  22 
66,688  29 
52,706  64 
57,371  47 
54,349  82 
89,999  94 
96,190  40 
76,749  24 

11,201 

13,318 

19,086 

19,024 

15,455 

15;564 

15,212 

21,172 

24,230 

22,271 

$81,831  98 
79,805  47 
106,538  14 
98,899  33 
82,996  78 
88,669  07 
86,187  91 
135,490  12 
163,026  90 
140,172  64 

Totals 

84,963 

$393,030  08 

91,570 

$660,588  26 

176,533 

$1,053,618  34 

WAY  FREIGHT. 


MONTHS. 

EASTWARD. 

WESTWARD. 

TOTAL  BOTH  WAYS. 

Tons. 

Revenue. 

Tons. 

Revenue. 

Tons. 

Revenue. 

January 

February 

March, 

April, 

May 

June 

July 

August 

September 

October 

42,888 

38,389 

34,352 

29,699 

32,240 

41,467 

41,015 

51,745 

48,717 

53,620 

$165,607  24 
121,886  35 
92,025  86 
85,421  70 
101,264  47 
131,190  34 
119,817  22 
149,137  23 
120,562  53 
136,305  37 

68,658 

42,253 

23,946 

32,892 

73,898 

70,980 

66,882 

80,119 

77,312 

80,932 

$132,814  19 
104,328  65 
59,103  67 
78,087  93 
136,246  64 
129,559  38 
116,958  12 
129,390  66 
138,427  31 
136,144  05 

101,546 

80,642 

58,298 

62,591 

106,138 

112,447 

107,897 

131,864 

126,029 

134,552 

$298,421  43 
226,216  00 
151,129  53 
163,509  63 
237,511  11 
260,749  72 
236,775  34 
278,527  89 
258,989  84 
272,449  42 

Totals 

414,132 

$1,223,218  31 

607, 872 ! 

$1,161,060  60 

1022,004 

$2,384,278  91 

TOTAL  THROUGH  AND  WAY  FREIGHT. 


MONTHS. 

EASTWARD. 

WESTWARD, 

TOTAL  BOTH  WAYS. 

Tons. 

Revenue. 

Tons. 

Revenue. 

Tons. 

Revenue. 

January 

February. 

March 

April 

May 

June 

July 

August 

September 

October 

48,580 

44,266 

44,182 

38,023 

39,628 

48,322 

47,709 

61,827 

60,394 

66,164 

$201,915  73 
150,882  07 
128,364  78 
117,632  74 
131,554  61 
162,487  94 
151,655  31 
194,627  41 
177,399  03 
199,728  77 

64,167 

49,694 

33,202 

43,592 

81,965 

79,689 

75,400 

91,209 

89,865 

90,659 

$178,337  68 
155,138  40 
129,302  89 
144,776  22 
188,953  28 
186,930  85 
171,307  94 
219,390  60 
234,617  71 
212,893  29 

112,747 
93,960 
77,384 
81,615 
121,593 
128,011 
123,109 
153,036 
150,259 
156, S23 

$380,253  41 
306,020  47 
257,667  67 
262,408  96 
320,507  89 
349,418  78 
322,963  25 
414,018  01 
412,016  74 
412,622  06 

Totals 

499,095 

$1,616,248  39 

699,442 

$1,821,648  86 

1198,537 

$3,437,897  25 

87 


TABLE  No.  5. 

Statement  showing  the  amount  of  Freight  business  derived  from  other 
Transportation  Companies  during  the  ten  months  ending  Oct.  31,1866: 


Connecting 

Station. 

Tons. 

Revenue. 

Galion 

2,701 

11,414  73 

Marion 

55 

141  05 

Cleveland.... 

782 

3,318  99 

Galion 

1,151 

3,321  23 

Cleveland.... 

9,413 

30,899  56 

Do 

482 

1,989  84 

Do 

78 

313  05 

Ravenna 

1,415 

5,778  82 

Akron 

365 

1,611  33 

Urbana 

8,398 

30,560  99 

Dayton 

51,624 

455,357  58 

Do 

4 

51  69 

Salamanca... 

142,823 

822,098  21 

Clarksville ... 

9,278 

24,432  20 

Cleveland... . 

38 

244  00 

Oil  City 

1,636 

7,725  42 

Cleveland.... 

5 

42  68 

Dayton 

287 

1,332  47 

Cleveland.... 

962 

4,193  82 

Do 

68 

252  95 

143 

316  14 

Corry 

101,182 

419,031  39 

Oil  City 

1,752 

14,431  31 

Akron 

38 

182  09 

Corry 

2,354 

6,790  61 

Youngstown 

2,595 

5,042  65 

Mansfield. ... 

886 

3,245  75 

Reno 

9,468 

53,259  91 

Mansfield  .... 

1,847 

8,432  04 

Urbana 

1,788 

6,740  30 

Dayton 

1 

6 26 

Oil  City 

700 

4,777  99 

354,319 

$1,927,337  05 

Name  of  Transportation  Company. 


Bellefontaine  R.  R.  Co 

Do.  

Cleveland,  Columbus  & Cin.  R.  R.  Co. 
Do. 

Cleveland  & Toledo  R.  R.  Co 

Cleveland  & Erie  R.  R.  Co. 

Cleveland  & Pittsburgh  R.  R.  Co 

Do. 

Cleveland,  Zanesville  & Cin.  R.R.Co. 

Columbus  & Ind.  Cen.  R.  R.  Co 

Cincinnati,  Ham.  & Dayton  R.  R.  Co. 

Dayton  & Union  R.  R.  Co 

Erie  R’y  Co 

Erie  & Pittsburgh  R.  R.  Co 

Erie  R’y  Co's  Steamers 

Farmers  R.  R.  Co 

Lake  Superior  Steamers 

L.  M.  & C.  & X.  R.  R.  Co 

Michigan  Cen.  R’y  Co’s  Steamers 

Northern  Transportation  Co’s  St’m’rs, 
New  York  Central  R’y  Co’s  Steamers, 

Oil  Creek  R.  R.  Co 

Oil  City  & Pithole  R.  R.  Co 

Ohio  Canal 

Philadelphia  & Erie  R.  R.  Co.... 
Pennsylvania  & Ohio  Canal, 


Reno,  Oil  Creek  & Pithole  R.  R.  Co, 


Do. 


Warren  & Franklin  R.  R.  Co. 


Total. 


88 


TABLE 


Statement  of  Expenses  of  Locomotive  Power  and 


Whole  number  of  Engines 

Total  miles  run 

Total  number  of  cars  hauled  one  mile 

Total  cords  of  wood 

Total  tons  of  coal 

Price  of  wood  per  cord 

Price  of  coal  per  ton 

Total  cost  of  wood  and  coal 

Quarts  of  oil 

Pounds  of  tallow 

Pounds  of  waste 

Total  cost  of  oil,  waste  and  tallow. . . 

“ “ repairs 

“ “ small  stores 

Cost  wages  enginemen  and  firemen. . 
“ cleaning,  watching,  despatching, 
“ wooding  & coaling  engines  an  cl 
ing  water 

Total  cost 


, etc 
pump- 


144 
267,462 
2,696,116 
3,945 
5,982 
$4  66 
4 41 
144,764  32 
12,469 
6,802 
5,276 
17,241  86 
47,389  09 
2,409  20 
22,702  39 
6,520  73 

4,961  49 


FEBBtrABY. 


$135,989  08 


145 
240,465 
2,441,591 
3,392 
5,354 
$4  42 
4 35 
38,284  75 
11,700 
6,486 
4,634 
$6,245  07 
42,564  85 
1,606  09 
20,308  38 
5,746  41 

3,500  12 


$118,254  67 


146 
263,693 
2,623,150 
3,230 
5,370 
$4  30 
4 27 
36,818  90 
13,297 
7,985 
5,625 
$6,876  11 
45,344  77 
1,401  57 
20,127  63 
8,654  61 

4,482  38 


$123,615  97 


147 

251,814 
2,701,569 
3,468 
5,400 
$4  40 
4 30 
38,477  00 
12,251 
7,983 
5,368 
$6,088  92 
40,518  17 
1,026  93 
18,773  20 
8,441  21 

3,583  86 


$116,909  35 


Cost  of  fuel  per  mile 

“ oil,  tallow  and  waste. 

“ repairs  per  mile 

‘ ‘ small  stores  per  mile 

“ wages  enginemen  & firemen  pr  mile 

“ cleaning,  watching,  etc 

‘ ‘ wooding,  coaling  & pumping  pr  mile 
“ hauling  each  car  per  mile 

Total  cost  of  locomotive  power  per  mile.. . . 


16  74 
2 71 

17  72 

0 90 
8 49 
2 44 

1 85 
5 24 


50  84 


15  92 
2 60 
17  70 

0 67 
8 44 

1 45 
4 84 


49  17 


13  94 
2 61 
17  20 

0 53 
7 63 

3 24 

1 69 

4 71 


46  88 


15  28 

2 42 

16  00 

0 49 
7 45 

3 35 

1 42 

4 33 


46  42 


Pounds  of  fuel  consumed  per  mile 

Miles  run  to  one  pint  of  oil,  (one  pound  of 

tallow  equal  to  one  pint  of  oil) 

Average  No.  of  cars  per  trip  of  100  miles. . . 
“ “ miles  per  engine 


61  59 

8 43 
10  82 
1857  37 


60  66 

8 05 
11  46 
1658  38 


54  72 

58  66 

7 63’ 

7 75 

11  12 

11  95 

1806  12 

1713  02 

Cost  of  repairs  of  coachee  and  freight  cars. . 


9,325  64 


$27,269  64 


$29,882  48 


$80,902  87 


REMARKS. 


Length  of  Road  and  Branches.. . 

Wages  of  Enginemen 

Do.  do.  Switching. 

Do.  do.  do. 

Do.  Firemen 

Do.  First-class  Mechanics.. 
Do.  Laborers 


50T  miles. 

$3  75  per  day. 

. 3 50  “ [Night  work.] 

, 3 25  “ [Day  work*] 

, 2 00  “ 

. 3 25  “ 

. 1 SXH  “ 


89 


No.  6 . 


Oar  Repairs  for  Ten  Months,  ending  October  31,  1866. 


MAT. 

JUXE. 

JULY. 

AUGUST. 

6EPTEMBEB. 

OOTOBEK. 

TOTALS. 

147 

' 147 

148 

148 

149 

150 

147 

257,115 

255,882 

256,633 

285,423 

277,945 

300,352 

2; 656, 764 

8,006,551 

2,955,723 

2,878,340 

3,526,047 

3,494,008 

3,628,223 

29,851,318 

3,480 

3,585 

3,520 

3,540 

3,895 

8,507 

40,562 

4,970 

5,020 

4,830 

4,470 

5,766 

5,590 

52,752 

$4  50 

$4  60 

$4  70 

$4  74 

$4  68 

$4  66 

$4  56 

4 06 

3 73 

3 63 

3 55 

3 47 

3 40 

3 91 

85,838  20 

35,215  60 

34,076  90 

32,648  10 

38,236  62 

59,098  21 

393,458  60 

11,534 

12,470 

12,091 

12,938 

13,143 

13,709 

125,602 

7,662 

7,591 

8,494 

8,763 

9,181 

10,389 

81,336 

5,501 

5,263 

5,506 

5,826 

5,997 

6,559 

55,555 

15,392  66 

$5,973  62 

$5,836  88 

$6,140  75 

$5,898  93 

$6,276  48 

$61,971  28 

42,336  72 

37,800  26 

39,614  05 

43,102  79 

38,602  29 

40,158  94 

417,431  93 

809  29 

864  91 

778  22 

954  04 

1,103  67 

1,043  11 

11,997  03 

18,681  57 

18,620  71 

19,108  89 

21,367  80 

21,312  39 

22,197  49 

203,210  45 

6,762  93 

6,361  11 

6,323  97 

6,404  92 

7,203  33 

7,005  45 

69,323  73 

4,231  62 

3,757  50 

3,442  89 

4,138  48 

3,844  01 

3,522  28 

39,464  63 

$114,052  99 

$108,593  71 

$109,181  80 

$114,756  88 

| $116,201  24 

$139,301  96 

$1,196,857  65 

13  98 

13  76 

13  28 

11  44 

13  76 

*19  67 

14  81 

2 08 

2 35 

2 27 

2 15 

2 12 

2 08 

2 33 

16  46 

14  77 

15  43 

15  10 

13  88 

13  37 

15  71 

0 31 

0 34 

0 30 

0 33 

0 39 

0 34 

0 45 

7 27 

7 27 

7 45 

7 48 

7 66 

7 39 

7 68 

2 63 

2 48 

2 47 

2 24 

2 59 

2 33 

2 61 

1 64 

1 47 

1 34 

1 20 

1 38 

1 17 

1 48 

3 67 

3 67 

3 79 

3 25 

3 32 

3 84 

4 01 

44  32 

42  44 

42  54 

40  21 

41  80 

*46  38 

45  05 

54  14 

55  25 

53  31 

45  49 

58  07 

66  93 

57  16 

8 36 

7 86 

7 85 

8 24 

7 84 

7 94 

7 99 

13  14 

13  06 

12  73 

13  85 

14  28 

13  60 

12  67 

1749  08 

1740  69 

1734  00 

1928  00 

1865  00 

2002  33 

1806  10 

$35,870  43 

$31,600  70 

$33,716  79 

$34,182  82 

$35,278  15 

$36,615  12 

$324,144  64 

The  wood  consnmed-has  been  reduced  to  a coal  basis,  allowing  four  tons  (2,000  lbs.  each,) 
to  be  equal  to  seven  cords  (128  cubic  feet  each)  of  wood 

* This  increase  arises  from  charging  the  deficiency  In  the  Fuel  Account  for  ten  months 
ending  October  81st,  to  the  October  account. 


12 


90 


TABLE  No.  7 — Statement  shewing  the  number , size,  etc.,  of  the  Loco - 


1 

Est’m’d  | 

Est’m’d 

Weight 

Weight 

No. 

Name  of  Builder, 

When  Received 

Service. 

Kind  of  Fuel.  ] 

°r 

of 

Engine  1 

Tender 

Lbs. 

Lbs. 

1 

Danforth  Cooke  & Co., 

October 

9,  1860 

Passenger. 

Wood.  | 

62,000 

37,000 

2 

do 

44 

14,  “ 

do 

do 

3 

do 

March 

6,  1861 

Freight  & Pas 

do 

44 

CC 

4 

do 

April 

26,  “ 

do 

do 

44 

CC 

5 

6 

So0 

August 

5,  “ 

5,  “ 

Passenger, 

do 

do 

do 

CC 

CC 

CC 

7 

do 

CC 

5,  “ 

do 

do 

44 

CC 

8 

do 

Sept’r 

1,  “ 

do 

do 

CC 

CC 

9 

do 

L “ 

do 

do 

CC 

CC 

10 

de 

March 

23,  1863 

Freight. 

Coal. 

CC 

39,000 

CC 

11 

do 

Cl 

28,  “ 

do 

do 

CC 

12 

do 

April 

22,  “ 

do 

Wood  or  Coal, 

CC 

44 

13 

do 

27,  “ 

do 

do 

44 

44 

14 

do 

May 

14,  “ 

do 

do 

44 

44 

15 

do 

18,  “ 

do 

do 

CC 

44 

16 

do 

Cl 

30,  “ 

do 

do 

CC 

CC 

17 

do 

June 

23,  “ 

do 

do 

CC 

CC 

18 

do 

44 

28,  “ 

do 

do 

CC 

44 

19 

do 

July 

7,  “ 

do 

do 

CC 

CC 

20 

Rogers  Loco.  & M.  Co., 

October  16,  1862 

do 

Coal. 

CC 

30,500 

21 

do 

tC 

16,  1 

do 

do 

CC 

44 

22 

do 

44 

25,  “ 

do 

do 

CC 

CC 

23 

do 

January  31. 1863 

do 

do 

CC 

44 

24 

do 

Feb’y 

28,  “ 

do 

do 

CC 

CC 

25 

do 

March 

19,  “ 

Passenger. 

Wood; 

63,000 

CC 

26 

do 

April 

10,  “ 

do 

do 

44 

44 

27 

do 

May 

18.  “ 

do 

do 

44 

37,000 

28 

N.  J.  Loco.  <fc  Mach.  Co. 

October  24,  1862 

Freight. 

Coal. 

62,000 

29 

do 

Cl 

25,  “ 

do 

do 

44 

44 

30 

do 

Cl 

25,  “ 

do 

do 

CC 

31 

do 

Dece. 

4,  “ 

do 

CIO 

44 

! cc 

32 

33 

do 

“ 

27,  “ 

do 

do 

CC 

44 

do 

Jan’y 

2,  1864 

Passenger. 

Wood. 

65,000 

39,000 

34 

Jersey  City  Loco.W’rks 
N.  J.  Loco.  & Mach.  Co. 
do 

Feb’y 

9,  1865 

do 

Coal. 

44 

44 

35 

36 

M ay 
“ 

23,  1863 
23,  “ 

Switching. 

do 

do 

do 

64,000 

39.000 

38.000 

37 

38 

Jersey  City  Loco.  W’rks 
N.  J.  Loco.  <fc  Mach.  Co. 

June 
J u ly 

27,  “ 

6,  “ 

Freight 

do 

Wood  or  Coal, 
do 

65.000 

64.000 

39 

do 

16,  “ 

do 

Coal 

CC 

44 

40 

do 

August 

4,  “ 

do 

do 

Cl 

44 

41 

do 

» 

8,  « 

do 

do 

«c 

44 

42 

do 

CC 

10,  “ 

do 

do 

CC 

44 

43 

do 

Nov’r 

12,  “ 

do 

do 

CC 

4* 

44 

do 

4‘ 

12,  “ 

do 

do 

CC 

44 

45 

do 

CC 

17.  “ 

do 

do 

CC 

39,000 

46 

(Jersey  City  Loco.  W’rks 

August  23,  1865 
“ 22,  1863 

do 

Wood  or  Coal 

CC 

47 

'Danforth  Cooke  & Co,, 

do 

do 

4* 

30,000 

48 

do 

CC 

22,  “ 

do 

do 

CC 

44 

49 

do 

Sept’r 

do 

do 

•4 

44 

60 

do 

CC 

do 

do 

n 

44 

51 

do 

CC 

14,  “ 

do 

do 

CC 

44 

52 

do 

October  “ 

do 

do 

CC 

44 

53 

do 

Nov’r 

19,  “ 

do 

do 

u 

44 

54 

do 

“ 

24,  “ 

do 

do 

CC 

44 

55 

do 

30,  “ 

do 

do 

44 

39,000 

56 

Jersey  City  Loco.W’rks 

August  21,  1855 

do 

Coal 

44 

57 

Hinkley  Williams  & Co 

October  10,  1863 

Switching. 

do 

40,000 

24,000 

58 

do 

CC 

19,  “ 

do 

do 

CC 

14 

59 

do 

Nov’r 

7,  “ 

do 

do 

44 

CC 

60 

Jersey  City  Loco.  W’rks 

April 

10,  1865 

Freight. 

do 

64,000 

39,000 

61 

do 

13,  “ 

do 

Wood  or  Coal 

44 

44 

62 

Rogers  Loco.  & M.  Co, 

March 

2,  1864 

do 

do 

CC 

Cl 

63 

do 

“ 

26,  “ 

do 

do 

CC 

CC 

64 

do 

“ 

26,  “ 

do 

do 

CC 

14 

65 

do 

“ 

29,  “ 

do 

do 

CC 

44 

66 

do 

April 

5,  “ 

do 

do 

CC 

14 

67 

do 

22,  “ 

do 

do 

CC 

44 

68 

do 

CC 

25,  “ 

do 

do 

CC 

CC 

69 

Jersey  City  Loco.W  'rks 

44 

17,  1865 

Passenger; 

do 

65,000 

44 

70 

do 

Dec’r 

18,  1863 

Freight.  ] 

Coal, 

CC 

71 

do 

April 

May 

24. 1865 

Passenger. 

do 

44 

44 

72 

do 

1, 

do 

dd 

CC 

44 

73 

do 

August  19, 

do 

do 

44 

CC 

74 

do 

March 

1864 

Freight 

do 

64,000 

44 

75 

iLJ 

; “ 

28,  “ 

do 

do 

CC 

44 

91 


motives  belonging  to  the  Atlantic  & Great  Western  R'y,  October  31, 1866. 


Capacity  of 
Tank. 

Gallons. 

Size  of 

Cylind’r 

Drivers. 

Truck 

Wheels. 

Tender 

Wheels, 

Present  Condition. 

Present  Occupation, 

No. 

Di.  ft. 

No. 

Di.in. 

No. 

Di.in. 

2000 

16  x 22 

4 

4 

30 

8 

30 

Good 

Pass.  Train,  Mah.  Div, 

CC 

“ 

4 

5% 

4 

30 

8 

30 

do 

do  do 

10  x 24 

4 

5 

4 

28 

8 

30 

do 

do  Fr.  Br’ch 

cc 

CC 

4 

5 

4 

28 

8 

30 

Fair 

do  1st  Div. 

«« 

16  x 22 

4 

5^ 

4 

30 

8 

30 

Needs  repairs 

do  4th  Div. 

CC 

4 

4 

30 

8 

30 

Good 

do  do 

CC 

4 

4 

30 

8 

30 

Good  except  tyres 

do  do 

ti 

4 

4 

30 

8 

30 

Needs  general  repairs 

do  do 

44 

4 

% 

4 

30 

8 

30 

Good 

do  do 

2200 

CC 

4 

4^ 

4 

26 

8 

30 

do 

Fr’t  Train,  Mah.  Div. 

CC 

4 

4 

26 

8 

30 

do 

do  do 

cc 

4 

4 

26 

8 

30 

Fair 

do  do 

“ 

4 

4 

26 

8 

30 

Needs  general  repairs 

Spare  Fr’t,  1st  & 2d  D. 

U 

4 

4 

26 

8 

30 

In  shop  for  gen.  rep’s 

Pass.  Train,  Fr.  Br’ch 

44 

cc 

4 

4 

26 

8 

30 

Fair 

Fr’t  Train,  1st  Div. 

44 

“ 

4 

4* 

4 

26 

8 

30 

In  shop  for  light  rep’s 

do  Fr.  Branch 

44 

4 

4>£ 

4 

26 

8 

30 

Fair 

do  2d  Div. 

cc 

4 

% 

4 

26 

8 

30 

Good 

do  do 

cc 

4 

4^ 

4 

26 

8 

30 

Needs  general  repairs 

do  do 

1800 

14 

4 

4 

4 

24 

8 

30 

Good 

Switching,  Franklin 

44 

4 

4 

4 

24 

8 

30 

Fair 

do  Corry 

44 

“ 

4 

4 

4 

24 

8 

30 

In  shop  for  gen  rep’s 

Freight  Train,  3d  Div. 

4 

4 

4 

24 

8 

30 

Good 

Switching,  Dayton 

4 

4 

4 

24 

8 

30 

do 

do  Leavittsb’g 

44 

4 

«>* 

4 

30 

8 

30 

do 

Pass.  Train,  3d  Div. 

44 

c 

4 

% 

4 

30 

8 

30 

do 

do  do 

U 

11 

4 

4 

30 

8 

30 

Fair 

do  do 

2000 

cc 

4 

4^ 

4 

26 

8 

30 

Good 

Fr’t  Train,  1st  Div. 

cc 

4 

4X 

4 

26 

8 

30 

Fair 

Switching,  Fr.  Branch 

44 

4 

4 

26 

8 

30 

do 

Spare  Fr’t,  1st  & 2d  D. 

<4 

44 

4 

4 

26 

8 

30 

Needs  light  repairs 

Switching,  Salamanca 

U 

cc 

4 

% 

4 

26 

8 

30 

Good 

Silver  Creek  Branch 

44 

16  X 24 

4 

4 

30 

8 

30 

do 

Pass.  Train,  2d  Div. 

44 

. cc 

4 

4 

30 

8 

30 

do 

do  1st  do 

900 

14  x 22 

4 

4 

4 

24 

0 

00 

do 

Switching,  Meadville 

44 

4 

4 

4 

24 

0 

00 

Needs  general  repairs 

do  do 

2000 

16  x 24 

4 

5 

4 

26 

g 

30 

Good 

Gravel  Train,  2d  Div. 

1900 

44 

16  X 22 

4 

4 

26 

8 

30 

Good  except  tyres 

Fr’t  Train,  1st  Div. 

cc 

4 

4^ 

4 

26 

8 

30 

Needs  general  repairs 

do  do 

4C 

4 

4 

26 

8 

30 

In  shop  for  light  rep’s 

do  1st 2d  D. 

44 

4 

4 

26 

8 

30 

Needs  g.  rep,  & fire  b. 

do  4th  Div. 

1C 

4 

4% 

4 

26 

8 

30 

Good 

do  2d  Div. 

41 

44 

4 

42 

4 

26 

8 

30 

do 

do  Fr.  Br’ch 

44 

cc 

4 

4* 

4 

26 

8 

30 

Needs  light  repairs 

Sparc  Fr’t,  1st  & 2d  D. 

cc 

4 

4* 

4 

26 

8 

30 

Good 

Freight  Train,  1st  Div. 

2000 

16  X 24 

4 

5 

4 

26 

8 

30 

Needs  light  repairs 

Wood  do  3d  Div. 

16  x 22 

4 

4 

26 

8 

30 

Fair 

Freight  do  1st  Div. 

“ 

44 

4 

4^ 

4 

26 

8 

30 

Needs  general  repairs 

Gravel  do  do 

44 

4 

Wz 

4 

26 

8 

30 

Fair 

Switching,  Cleveland 

44 

4 

4 

26 

8 

30 

do 

do  do 

cc 

4 

4}£ 

4 

26 

8 

30 

do 

Gravel  Train,  M.  Div. 

cc 

4 

0 

4 

26 

8 

30 

Good 

Fr’t  Train,  do 

** 

cc 

4 

6 

4 

26 

8 

30 

do 

do  do 

44 

4 

5 

4 

26 

8 

30 

Fair 

do  do 

** 

44 

4 

6 

4 

26 

8 

30 

In  shop  for  gen.  rep’s 

do  do 

16  x 24 

4 

5 

4 

26 

8 

30 

Good 

do  4th  Div. 

1400 

13  x 18 

6 

0 

00 

6 

30 

Needs  light  repairs 

Switching,  Kent 

44 

6 

0 

00 

6 

30 

Good 

do  Urbana 

44 

6 

0 

00 

6 

30 

Fair 

do  Galion 

2000 

16  x 24 

4 

5 

4 

26 

8 

30 

In  shop  for  gen.  rep’s 

! Fr’t  Train-  3d  & 4th  D 

44 

4 

5 

4 

26 

8 

30 

In  shop,  new  fire  box 

do  do  do 

44 

4 

5 

4 

26 

8 

30 

Needs  rep.  & fire  box 

Gravel  Train,  4th  Div. 

“ 

44 

4 

5 

4 

26 

8 

30 

Needs  light  repairs 

G.  & W.  Tr.,  3.  & 4,  D. 

44 

4 

5 

4 

26 

8 

30 

Good 

Ex.  Fr’t,  do  do 

44 

4 

5 

4 

26 

8 

30 

In  shop  for  gen.  rep’s 

Fr’t  Train,  do  do 

44 

4 

5 

4 

26 

8 

30 

Good  except  fire  box 

do  4th  Div. 

44 

4 

5 

4 

26 

8 

30 

Good 

do  3d  Div. 

44 

4 

5 

4 

26 

8 

30 

do 

do  4th  D'lv  . 

44 

4 

4 

30 

8 

30 

do 

Pass.  Train,  3d  Div. 

44 

4 

5 

4 

26 

■ 8 

30 

Fair 

Spare  Fr’t,  1st  & 2d  D. 

(t 

44 

4 

4 

30 

8 

30 

do 

Sp.  Fr’t  & P.,  2.  D. 

44 

4 

4 

30 

8 

30 

Needs  general  repairs 

do  do  do 

** 

44 

4 

4 

30 

8 

30 

Good 

Pass.  Train,  1st  Div. 

44 

4 

5 

4 

26 

8 

30 

do 

Spare  Fr’t,  1st  & 2d  D. 

“ 

4 

5 

4 

26 

8 

30 

Fair  except  fire  box 

do  do  do 

92 


TABLE  No.  7 


|] 

Est’m’di 

Est’m’d 

h 

Weight  j 

Weight 

No. 

Name  of  Builder. 

When  Received, 

Service. 

Kind  of  Fuel.  ] 

of  | 

of 

Engine 

Tender 

Lbs. 

Lbs. 

16 

Jersey  City  Loco.  W’rks 

April 

8,  1864 

Freight. 

CoaL 

64,000 

39,000 

77 

do 

18,  “ 

do 

do 

44 

78 

do 

it 

24,  « 

do 

do 

44 

41 

79 

do 

Jay 

3,  “ 

do 

do 

44 

14 

80 

do 

44 

14,  “ 

Passenger. 

do 

65,000 

*• 

81 

do 

44 

21,  “ 

do 

do 

44 

82 

do 

28,  “ 

do 

do 

44 

44 

83 

do 

June 

5,  “ 

do 

do 

44 

44 

84 

do 

July 

2,  “ 

do 

do 

44 

44 

85 

do 

June 

8,  1866 

do 

do 

44 

86 

do 

44 

9,  “ 

do 

do 

44 

87 

do 

it 

do 

do 

44 

44 

88 

do 

it 

14,  “ 

do 

do 

44 

44 

89 

do 

44 

20,  « 

do 

do 

ii 

44 

90 

do 

44 

25,  “ 

do 

do 

44 

44 

91 

do 

July  ( 

6,  “ 

Freight. 

do 

64,000 

44 

44 

92 

do 

19,  “ 

do 

do 

44 

93 

do 

44 

31,  “ 

do 

do 

44 

44 

94 

do 

August 

6,  “ 

do 

do 

44 

44 

95 

do 

14,  “ 

do 

do 

44 

•4 

96 

do 

“ 

25,  “ 

do 

do 

85,000 

44 

44 

97 

do 

Sept’r 

5,  « 

do 

do 

44 

98 

do 

14,  “ 

do 

do 

44 

44 

99 

do 

4ft 

16,  “ 

do 

do 

64,000 

44 

loo 

do 

44 

24,  “ 

do 

do 

44 

101 

do 

Nov’r 

15,  “ 

Passenger. 

Wood  or  Coal. 

65,000 

44 

44 

102 

do 

44 

20,  “ 

do 

do 

44 

108 

do 

44 

26,  “ 

do 

do 

44 

44 

104 

do 

Dec’r 

10,  “ 

do 

do 

44 

44 

105 

do 

Jan’ry 

19,  1866 

do 

do 

44 

106 

do 

19,  “ 

do 

do 

44 

44 

107 

do 

29,  “ 

do 

do 

44 

44 

108 

do 

Feb’ry 

1,  “ 

do 

do 

44 

• 44 

109 

do 

T, 

do 

do 

44 

44 

110 

do 

August  31,  “ 

do 

do 

44 

111 

do 

Sept’r 

26,  1865 

Freight. 

Coal. 

64,000 

44 

44 

112 

do 

October  3,  “ 

do 

do 

44 

113 

do 

44 

9,  “ 

do 

do 

44 

44 

114 

do 

it 

16,  “ 

do 

do 

44 

44 

115 

do 

44 

23,  “ 

do 

do 

44 

44 

116 

do 

31,  “ 

do 

do 

44 

4* 

117 

do 

Nov’r 

4,  “ 

do 

do 

44 

44 

118 

do 

10,  “ 

do 

do 

119 

do 

Dec’r 

9,  “ 

do 

do 

44 

44 

120 

do 

44 

31,  “ 

do 

do 

44 

44 

121 

do 

44 

23  ^ “ 

do 

do 

44 

44 

122 

do 

Jan’y 

2,1866, 

do 

do 

14 

123 

do 

29,  *• 

do 

do 

14 

44 

124 

do 

Feb’y 

15,  “ 

do 

do 

44 

125 

do 

44 

23,  “ 

do 

do 

44 

14 

126 

do 

March 

3,  “ 

do 

do 

44 

44 

127 

do 

44 

6,  “ 

do 

do 

44 

44 

128 

do 

44 

8,  “ 

do 

do 

44 

44 

129 

do 

44 

16.  “ 

do 

do 

44 

44 

130 

do 

August  31.  “ 

do 

do 

44 

44 

131 

do 

Sept’r 

44 

26,  “ 

do 

do 

44 

133 

201 

do 

Cuyahoga  Works. 

14,  “ 

do 

Switching. 

do 

do 

60,000 

28,000 

202 

do 

do 

do 

40,000 

20,000 

203 

M,  W.  Baldwin,  Philada 

Passenger. 

do 

205 

206 

Cuyahoga  Works. 

do 

Freight. 

do 

do 

60,000 

44 

30.000 

28.000 

207 

Norris,  Philadelphia. 

Passenger. 

do 

64,000 

38.000 

16.000 

208 

Schenectady  Loco.  W’ks 

1 

Freight. 

do 

32,000 

209 

Cuyahoga  Works. 

Gravel. 

do 

210 

Shenectady  Loco.  W’ks 

1 

Freight. 

do 

! 70,000 

31,000 

211 

do 

do 

do 

212 

M.  W.  Baldwin,  Philada 

do 

do 

“ 

213 

Schenectady  Loco.  W’ke 

l 

Switching. 

do 

58,000 

30,000 

214 

Rogers  Loco.  & M.  Co. 

do 

do 

215 

216 

do 

Schenectady  Loco.  W’ks 

do 

Freight. 

Switching. 

do 

do 

70,000 

31.000 

30.000 

217 

Jersey  City  Loco.  W’rks 

1 

do 

| 66,000 

218 

do 

Freight. 

do 

1 44 

219 

do 

A> 

do 

93 


— Coif  TIN  TIED. 


O 00 

A 

Size  of 

Drivers. 

Truck 

Tender 

'3  § ® 

Wheels. 

Wheels. 

Present  Condition. 

Present  Occupation, 

Cylind’r 

o o 

No. 

Di.  ft. 

No. 

Di.  in. 

No. 

Di.in. 

2000 

16  x 24 

4 

5 

4 

26 

8 

30 

Good 

Fr’t  Train,  1st  & 2d  D 

i( 

do 

4 

5 

4 

26 

8 

30 

do 

Gravel  Train,  2d  Div. 

41 

do 

4 

5 

4 

26 

8 

30 

Needs  rep.  & fire  box 

Spare  Fr’t, 1st  & 2d  D. 

44 

do 

4 

5 

4 

26 

8 

30 

Fair  except  fire  box 

Gravel  Train,  2d  Div. 

<4 

do 

4 

5^ 

4 

30 

8 

30 

Good 

Pass.  Train,  1st  Div. 

44 

do 

4 

5% 

4 

30 

8 

30 

In  shr'p  for  repairs 

do  do 

do 

4 

5% 

4 

30 

8 

30 

Fair  except  fire  box 

Sp,  Pass.  Train  do 

44 

do 

4 

5^ 

4 

30 

8 

30 

Needs  general  repairs 

Pass.  Train,  2d  Div. 

44 

do 

4 

5^ 

4 

30 

8 

30 

Good  except  fire  box 

Fr’t  do  do 

44 

do 

4 

5^ 

4 

30 

8 

30 

Needs  g.  rep.  & fire  b. 

Construction,  4th  Div. 

44 

do 

4 

5^ 

4 

30 

8 

30 

In  shop  for  gen.  rep. 

Pass.  Train,  3d  Div. 

44 

do 

4 

5>£ 

4 

30 

8 

30 

Good 

do  do  do 

44 

do 

4 

5^ 

4 

30 

8 

30 

do 

Ex.  Pass.  Tr.  3d  Div. 

44 

do 

4 

5% 

4 

30 

8 

30 

do 

Fr’t  Train,  4th  Div. 

44 

do 

4 

5^ 

4 

30 

8 

30 

In  shop  for  gen.  rep. 

Pass.  Train,  4th  Div. 

44 

do 

4 

5 

4 

30 

S 

30 

Fair 

Freight  do  3d  do 

44 

do 

4 

5 

4 

30 

8 

30 

Good 

do  do  do 

44 

do 

4 

5 

4 

30 

8 

30 

do 

do  do  do 

44 

do 

4 

5 

4 

30 

8 

30 

do 

do  do  4th  do 

44 

do 

4 

5 

4 

30 

8 

30 

do 

do  do  do  do 

2400 

18  x 24 

6 

W 

2 

36 

8 

30 

do 

do  do  Mah.  Div. 

44 

do 

6 

4^ 

2 

36 

8 

30 

do 

do  do  do  do 

44 

do 

6 

4)£ 

2 

36 

8 

30 

do 

do  do  do  do 

2000 

16  x 24 

4 

5 

4 

26 

8 

30 

In  shop  for  gen.  rep. 

do  do  3d  Div. 

“ 

do 

4 

5 

4 

26 

8 

30 

Good 

Freight  Train,  3d  Div, 

do 

4 

5# 

4 

30 

8 

30 

Fair 

Spare  Pass,  Tr.  1st  D. 

44 

do 

4 

5^ 

4 

30 

8 

30 

Needs  light  repairs 

Pass.  Train,  2d  Div. 

do 

4 

5% 

4 

30 

8 

30 

Good 

do  do  1st  do 

44 

do 

4 

4 

30 

8 

30 

do 

Spare  Pass.,  2d  Div. 

do 

4 

4 

30 

8 

30 

In  shop  for  gen.  rep. 

Pass,  Train,  1st  Div, 

do 

4 

5X 

4 

30 

8 

30 

Fair 

do  do  do  do 

do 

4 

5^ 

4 

30 

8 

30 

In  shop  for  gen.  rep. 

do  do  2d  do 

44 

do 

4 

5^ 

4 

30 

8 

30 

In  «hop  for  gen.  rep. 

do  do  1st  do 

44 

do 

4 

5^ 

4 

30 

8 

30 

Fair 

do  do  2d  do 

44 

do 

4 

5^ 

4 

30 

8 

30 

Good 

do  do  do  do 

44 

do 

4 

5 

4 

26 

8 

30 

do 

Fr’t  do  1st  do 

44 

do 

4 

5 

4 

26 

8 

30 

Fair 

do  do  2d  do 

44 

do 

4 

5 

4 

26 

8 

30 

do 

do  do  do  do 

44 

do 

4 

5 

4 

26 

8 

30 

In  shop  for  gen.  rep’s 

do  do  do  do 

44 

do 

4 

5 

4 

26 

8 

30 

Fair 

Wood  do  1st,  & 2.D 

44 

0.0 

4 

5 

4 

26 

8 

30 

do 

Fr’t  do  2d  Div. 

44 

do 

4 

5 

4 

26 

8 

30 

do 

do  do  do  do 

44 

do 

4 

5 

4 

26 

8 

30 

Good 

do  do  1st  do 

44 

do 

4 

5 

4 

26 

8 

30 

do 

do  do  2d  do 

44 

do 

4 

5 

4 

26 

8 

30 

Fair 

Gravel  do  do  do 

44 

do 

4 

5 

4 

26 

8 

30 

do 

Fr’t  do  do  do 

44 

do 

4 

5 

4 

26 

8 

30 

Good 

do  do  do  do 

do 

4 

5 

4 

26 

8 

30 

do 

Spare  Fr’t,  1.  & 2.  D. 

44 

do 

4 

5 

4 

26 

8 

30 

Fair 

Fr’t  Train,  1st  Div. 

44 

do 

4 

5 

4 

26 

8 

30 

do 

do  do 

44 

do 

4 

5 

4 

26 

8 

30 

do 

do  do 

44 

do 

4 

5 

4 

26 

8 

30 

do 

do  2d  Div. 

(4 

do 

4 

5 

4 

26 

8 

30 

do 

do  do 

44 

do 

4 

5 

4 

26 

8 

30 

do 

do  3d  Div. 

44 

do 

4 

5 

4 

26 

8 

30 

Good 

do  1st  Div. 

44 

do 

4 

5 

! 4 

26 

8 

30 

do 

Spare  Fr’t,  1st  & 2d  D. 

do 

4 

5 

4 

26 

8 

30 

do 

Fr’t  Train,  1st  Div. 

1500 

16  x 22 

4 

5 

4 

30 

8 

30 

Good  except  fire  box 

Switching,  Girard 

44 

1300 

do 

4 

6# 

4 

30 

8 

30 

Good 

do  Youngstown 

16  x 24 

4 

5 

4 

30 

8 

30 

do 

Pass.  Train,  Mah.Div. 

1800 

16  x 22 

4 

5^ 

4 

30 

8 

30 

In  shop  for  repairs 

do  do 

1500 

do 

4 

5 

4 

30 

8 

30 

Needs  light  repairs 

Fr’t  Train,  do 

44 

16  x 24 

4 

5 

4 

30 

8 

30 

In  shop,  g.  rep.  & f.b. 

Ex.  Pass.  Tr.  do 

1400 

16  x 22 

4 

4# 

4 

28 

8 

30 

Fair 

Hubbard  Branch 

1200 

12  x 18 

4 

4 

4 

28 

4 

30 

Needs  light  repairs 

New  Lisbon  Branch 

1900 

16  x 22 

6 

4 

4 

28 

8 

30 

Fair 

Fr’t  Train,  Mah.  Div. 

“ 

do 

6 

43< 

4 

28 

8 

30 

Fair  except  fire  box 

Hubbard  Branch 

“ 

18  x 22 

4 

4^ 

4 

30 

8 

30 

In  shop  for  gen.  rep’s 

Fr’t  Train,  Mah.  Div. 

1800 

16^x24 

6 

4% 

4 

28 

8 

30 

Good 

Switching,  Cleveland 

16  x 20 
do 

6 

6 

4^ 

4X 

0 

0 

00 

00 

8 

8 

30 

30 

Fair 

do 

do  Youngstown 
do  Cleveland 

1900 

16^x24 

6 

4^ 

4 

28 

8 

30 

do 

Hubbard  Branch 

1800 

16  x 24 

4 

5 

4 

26 

8 

30 

Good 

Switching,  Cleveland 

44 

do 

4 

5 

4 

26 

8 

30 

do 

Fr’t  Train,  Mah.Div. 

44 

do 

4 

5 

4 

26 

8 

30 

In  shop  for  gen.  rep’s 

do  d© 

*• 


3 0112  061935638 


